Dual Fuel Engine Research Papers (original) (raw)

Fossil fuels are exhausting day by day at a very faster rate due to excessive demand for energy.
Diesel engines are important prime movers used in different industries. When liquid petroleum fuels are
burnt in diesel engines they emit harmful exhaust emissions which pollute the environment and may
cause severe chronic diseases. Hence to mitigate over-dependency of crude oil and to protect the
environment from harmful emissions, different engine experts and scientists have proposed dual fuel
combustion technology to utilize low emissions renewable gaseous fuels without compromising its
performance. Most of the work in the literature concentrate on utilizing gaseous fuels such as CNG, LPG,
biogas, and hydrogen whereas very little quantum of work has been done to utilize acetylene in the IC
engine. The higher flame velocity, high auto-ignition temperature, and high calorific value are the
important combustion properties of acetylene which makes it more advantageous in CI engine than the
available feedstock. The acetylene can be easily produced from calcium carbonate and water. Hence, the
author has considered acetylene as a primary fuel in the present study and diesel as a pilot fuel in the
modified CI engine. In this experimental investigation, the author has optimized the flow rate of acetylene
by analyzing the performance and emission characteristics of the acetylene fuelled diesel engine at
different loads and finally, the obtained results were compared with the neat diesel. The acetylene was
inducted at a different gas flow rate of 2 LPM, 3 LPM, and 5 LPM. The results show that when acetylene
induction takes place at 2 LPM, the brake thermal efficiency (BTE) increases by 1.4 % at full load during
dual fuel mode compared to neat diesel. Brake specific energy consumption (BSEC) increases during
acetylene induction whereas carbon monoxide, hydrocarbon, and smoke decrease particularly at medium
to high engine loads this may be due to homogenous charge mixture formation, leading to stable
combustion. However, there is a slight increase in oxides of nitrogen emissions, which may be due to
higher flame speed causing uncontrolled combustion at peak loads relative to baseline diesel.

- by ROSHAN RAMAN
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- Diesel engines, Acetylene, Dual Fuel Engine, Gaseous Fuel
- by Luciano Strafella and +1
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- CNG Dual Fuel Engines, Dual Fuel Engine

Ever-growing energy demand has motivated engine researchers to find eco-friendly and sustainable
cleaner fuels for diesel engines. Many scientists have used different oxygenated additives to enhance
the performance of the acetylene fuelled diesel engine, whereas no work has been found in the
literature to utilize n-butanol as an additive in acetylene dual-fuel engine. Hence, considering this
important literature gap, the author has investigated the effect of n-butanol in acetylene fuelled CI
engine by analysing combustion, performance and emission parameters. In the current study, an
experimental investigation has been conducted on a modified diesel engine in which acetylene is
being inducted at 4 LPM whereas neat diesel, B05, and B10 blend was used as a pilot fuel for different
loads. The results show that when the proportion of n-butanol is increased to 10% the BTE increases
by 2% than normal diesel at full load, maybe due to sufficient amount of oxygen available to combust
whole acetylene-air mixture. BSEC increases marginally during acetylene induction due to the higher
flame velocity of acetylene. The EGT is lower than normal diesel for entire loading conditions while
running the engine on dual fuel mode. The highest value of peak cylinder pressure is 77.87 bar and
the HRR is 53 J/oCA when the B10 fuel is injected as pilot fuel. Moreover, CO value reduces by 23%
than baseline diesel at maximum load whereas HC increases by 8% than normal diesel at full loading
conditions. However, NOx reduces considerably i.e. 18% lower than neat diesel at peak loads, while
injecting B10 blend this may be due to the higher latent heat of vaporization of n-butanol/ diesel
blend causes reduced combustion temperature. The smoke opacity is lowest i.e. 44% lower than normal
diesel at maximum load while injecting B10 blend in DFE. The percentage energy shared by acetylenevaries from 60% to 31% for zero loads to peak load while utilizing B10 blend as pilot fuel furthermore
consumption of diesel was reduced significantly by 32% at maximum load. Overall, it can be concluded
that 10% of n-butanol can be blend with neat diesel for efficient utilization of acetylene in DFE.

Abstract. Random extraction and consumption of fossil fuels have leads to a reduction in petroleum reserves. As for as developing countries like India is connected the need to search for alternative fuels is most urgent as India is heavily dependent upon the import of petroleum to meet its demands for automotive and power sectors. This has inspired curiously in alternative sources for petroleum based fuels. An alternative fuel must be economically competitive and environmentally acceptable. India has great potential for production of biofuels like Biodiesel from vegetable seeds. In the quest to find an alternative to the existing diesel and petrol fuels various Biodiesel and alcohol has been tried and tested in the Internal Compression engine. In this direction, an attempt has been made to investigate the performance and emission characteristic of Biodiesels and compare it with diesel. The Biodiesels considered are Tamanu, Mahua and Pongamia were tested
with four stroke diesel engine. A drastic improvement in reduction of Hydrocarbon (HC) and Carbon monoxide (CO) were found for Biodiesels at high engine loads. Smoke and Nitrogen oxides (NOx) were slightly higher for Biodiesels. Biodiesels exposed similar combustion stages to diesel
fuel. Therefore use of transesterified vegetable oils can be partially substituted for the diesel fuel at most operating conditions in term of the performance parameters and emissions without any engine modification.

- by Parthasarathy M
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- Sustainable Development, Biodiesel, IC ENGINES, Exhaust Emission Control

Классический паротурбинный пропульсивный комплекс метановозов становится менее востребованным в них. Экономический фактор минимизации потерь паров груза и экологические ужесточения требований к вредным выбросам в атмосферу с морских судов являются основными стимулами совершенствования обработки паров груза и пропульсивных комплексов. Анализ строящегося метановозного флота показывает, что 85 % метановозов будет оборудовано пропульсивными комплексами с газодизелями. В свою очередь пропульсивным комплексом с двух-тактным газодизелем компании «MAN Diesel & Turbo» будет оснащено 30 % мета-новозного флота. Основной проблемой внедрения этого комплекса было создание эффективной системы газоподачи, которая ввиду особенностей работы двух-тактного газодизеля должна подавать газ при давлении 300 кгс/см 2 и температу-ре 45 °С. Производители криогенного оборудования совместно с «MAN Diesel & Turbo» разработали два основных направления решения данной проблемы: система с компрессором высокого давления и система с насосом высокого давления и испари-телем. Рассмотрены предлагаемые системы газоподачи и их отдельные компонен-ты. Проведен анализ рациональности использования систем в различных условиях эксплуатации метановозов.

- by Ivan Chepalis
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- LNG, Dual Fuel Engine, High Pressure Pumps, High Pressure Compressors

The addition of CNG fuel in conventional diesel engines has increased the efficiency of engines and reduces diesel fuel consumption. The CNG fuel injected into the combustion chamber through inlet air system. The objective of this paper is to investigate of how airflows and CNG fuels are mixed and enter to the engine cylinder. This paper method is based on CFD simulation. The simulation of incoming airflow and CNG fuel on modified diesel engines that are developed with the addition of an inlet valve opening are expected to provide an overview of the effect of inlet valve lift on a dual fuel engine. The structural stress approach by varying the opening of the inlet valve during the default condition of 7.28 mm, 3.64 mm, 10.92 mm, and 14.56 mm. The investigation results shown that at the time of opening at 14.56 indicates the average increase air speed and increase the mass of airflow and fuel. Result shown that the power from the valve opening 14.56 mm has been increase.

- by IAEME Publication and +1
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- Compressed Natural Gas, Dual Fuel Engine, Air Fuel Mixing, Valve Lift
- by D. Laforgia and +2
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- Dual Fuel Engine

This work aims to describe an empirical method for calculating the fuel and gas consumption on two-strokes dual fuel engines with gas (LNG) injection. The empirical analysis is done by collecting data from 12 engine shop tests report of... more

- by Carlos Gonzalez
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- CO2 emissions, LNG Industry, Dual Fuel Engine
- by Nikhil Gupta and +2
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- Biogas, Computational Fluid Dynamics (CFD) modelling and simulation, Dual Fuel Engine

The performance and pollutant emission of a four-stroke spark ignition engine using hydrogen -ethanol blends as fuel have been studied. The tests were performed using 2, 4, 6, 8, 10 and 12 mass% hydrogen-ethanol blends. Gasoline fuel was used as a basis for comparison. The effect of using different blends of hydrogen-ethanol on engine power, specific fuel consumption , CO and NO x emission was studied. Operating test results for a range of compression ratio (CR) and equivalent ratio are presented. The results show that the supplemental hydrogen in the ethanol-air mixture improves the combustion process and hence improves the combustion efficiency, expands the range of combustibility of the ethanol fuel, increases the power, reduces the s.f.c., and reduces toxic emissions. The important improvement of hydrogen addition is to reduce the s.f.c. of ethanol engines. Results were compared to those with gasoline fuel at 7 CR and stoichiometric equivalence ratio. 

Nitrogen Oxides (NOx) are major air pollutants from diesel engines. Engines that operate on more than one fuel source (as in Diesel-CNG engines) are gaining popularity because they provide a relatively easy and inexpensive alternative which reduce NOx emissions by reduced use of diesel fuel. However, such Diesel-CNG based Dual-FuelTM engines still produce significant NOx exhausts under certain driving conditions. A proven technology for reducing NOx from diesel engine exhausts is the Selective Catalytic Reduction (SCR) process. This paper describes the design and development of an embedded system based control strategy for Diesel-CNG Dual-Fuel™ systems using SCR technology. The developed strategy is designed to work in tandem with the existing Diesel-Specific NOx control strategy to meet the emission targets. It is implemented in an Electronic Control Unit (ECU) that controls the SCR system for NOx reduction. Based on the information available from different sources (via CAN, analog sensors and internally calculated parameters), a closed loop control strategy is developed with a simplified model of the system dynamics (including SCR chemical reaction dynamics). The strategy determines the amount of AdBlue® needed for dosing by the dosing valve of the SCR system. The system is also designed with the flexibility to switch to an open-loop control strategy, or user control inputs. The developed strategy was integrated to work in tandem with the company proprietary Diesel-only Mono-Fuel NOx reducing strategy. This enables both the strategies to work in a single Denoxtronic® ECU environment which can be used either for Mono-Fuel or Dual-Fuel™ engines. The developed strategy for Diesel-CNG engines was benchmarked, under diesel-only operation, against the existing diesel Mono-Fuel strategy. In spite of the simplified model dynamics, the developed strategy was able to perform like a Mono-Fuel strategy by capturing the coarse control dynamics and the results obtained converges to the Mono-Fuel strategy.

- by Prof. N D Gangadhar
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- Bosch, Diesel engine, NOx, Dual Fuel Engine

— The effects of different engine parameters: engine speed, injection timing, loading, compression ratio and different pilot fuel to gases fuel ratio, were experimentally used to investigate the overall generated noise from the dual fuel engine. Dual fuel engine noises were reported for almost the first time in this study by direct sound pressure level measurements and compared to the maximum cylinder pressure rise rate with respect to the engine crank angle. The study was conducted for three different fuels: pure diesel fuel, and dual fuel of diesel-LPG or natural gas. The study reported the location (crank angle) corresponding to maximum cylinder pressure and max pressure rise rate. The present work reported much higher SPL generated form burning a dual fuel compared to burning diesel fuel only.

- by Farag Omar
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- Natural Gas, LPG, Dual Fuel Engine
- by ROSHAN RAMAN
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- Dual Fuel Engine

Soot emission in biogas diesel dual fuel engine has been analyzed by numerical simulation with 2-stape soot formation model of Magnussen. The result shows that soot formation mainly occurred in diffusion combustion phase of diesel pilot jet. Soot peak value is proportional to the first peak value of ROHR, and it is found at around the same crank angle position with the second peak of ROHR. At a given engine speed and diesel content in the fuel, the highest soot peak value is obtained with slightly rich mixture whereas soot concentration in exhaust gas increases monotonically with increasing equivalence ratio. Increasing diesel content in the fuel increases both soot peak value and soot concentration in exhaust gas. At a given equivalence ratio and diesel content in the fuel, engine speed has a moderate effect on soot formation rate but a significant effect on soot combustion rate. Soot concentration in the exhaust gas practically vanished as equivalence ratio under 0.98 and 15% diesel content in the fuel. This is the ideal operation regime of biogas diesel dual fuel engine in view of soot emission control.

- by IEREK press
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- Dual Fuel Engine, Biogas Diesel, Soot Emission
- by Nikhil Gupta
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- Biogas, Computational Fluid Dynamics CFD, Dual Fuel Engine
- by Luciano Strafella and +1
- •
- Dual Fuel Engine
- by D. Laforgia
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- Civil Engineering, Energy Engineering, Biodiesel, Fuel injection

Nitrogen oxide and particulate matter legislations are major concern of compression ignition engine combustion. Additionally, growing energy demand with developing transportation sector requires sustainable alternate of conventional crude oils. These challenges are effectively solved with the adaptation of methane as gaseous fuel in compression ignition engine. Thus, in the present study, methane is used in single cylinder; four-stroke diesel engine in dual-fuelled mode with varying methane levels at constant engine speed and effects are examined on engine characteristics. It is found that methane fumigation is advantageous for reduction of NOx, soot emissions and replacement of diesel fuel in compression ignition engine.

- by IAEME Publication
- •
- Methane, Diesel Fuel, Particulate Matter, Dual Fuel Engine

The addition of CNG fuel in conventional diesel engines has increased the efficiency
of engines and reduces diesel fuel consumption. The CNG fuel injected into the
combustion chamber through inlet air system. The objective of this paper is to
investigate of how airflows and CNG fuels are mixed and enter to the engine cylinder.
This paper method is based on CFD simulation. The simulation of incoming airflow and
CNG fuel on modified diesel engines that are developed with the addition of an inlet
valve opening are expected to provide an overview of the effect of inlet valve lift on a
dual fuel engine. The structural stress approach by varying the opening of the inlet valve
during the default condition of 7.28 mm, 3.64 mm, 10.92 mm, and 14.56 mm. The
investigation results shown that at the time of opening at 14.56 indicates the average
increase air speed and increase the mass of airflow and fuel. Result shown that the
power from the valve opening 14.56 mm has been increase

- by IAEME Publication
- •
- Compressed Natural Gas, Dual Fuel Engine, Air Fuel Mixing, Valve Lift

- by IAEME Publication
- •
- Methane, Diesel Fuel, Particulate Matter, Dual Fuel Engine

Biodiesel is a non-toxic, biodegradable and renewable alternative fuel that can be used as a replacement for diesel in diesel engine. Liquefied Petroleum Gas (LPG) is considered to be one of the most promising alternative fuels. LPG can replace petrol and also it reduces NOx, soot and particulate matter. Therefore, it is more inexpensive and of ecological advantage to use gaseous fuel in diesel engines approved for the dual fuel concept. The fuel injection pressure is one of the important operating parameters which affect atomization of fuel and mixture formation and hence it determines the performance and emissions of a diesel engine. There will be a decrease in the particle diameter due to increase in the fuel injection pressure and it leads the diesel fuel spray to vaporize quickly. However, with decreasing fuel particles their inertia will also decrease and for this reason fuel can not penetrate deeply into the combustion chamber. The objective of this study was to use palm oil methyl ester (POME) as pilot fuel in dual fuel engine so as to find out the effects of injection pressure on emissions and engine performance in a diesel engine. Injection pressure was changed from 190 bar to 230 bar in experiment. A single cylinder diesel engine was tailored to operate in dual fuel mode. In dual fuel mode, LPG was used as primary fuel and (POME) was used as pilot fuel. Experiments are conducted by fuelling the diesel engine with POME and its LPG blends for an injection pressure of 190bar, 210bar and 230bar. The performance of the diesel is studied on the dual fuel engine using LPG fuel along with POME. The highest brake thermal efficiency of diesel with 2LPM LPG blend is obtained for an injection pressure of 210bar and that for Palm oil Methyl ester blend with LPG at 2LPM, highest brake thermal efficiency is obtained for 230bar. Low emissions and high brake thermal efficiency of diesel engine with LPG blend for pure diesel are obtained at an injection pressure of 210bar and that for bio-diesel with LPG blends at an injection pressure of 230bar.

- by Dr. Hariprasad Tarigonda
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- Dual Fuel Engine

Advancing or retarding pilot fuel injection timing in a diesel engine provided with either conventional mechanical fuel injection (CMFIS) or high pressure injection as in common rail fuel injection (CRDI) systems can significantly affect its performance and tail pipe emissions. Performance of diesel engine when fueled with various biofuels as well as gaseous fuels tends to vary with subsequent changes in pilot fuel injection timings. Biodiesel derived from rubber seed oil called Rubber Seed Oil Methyl Ester (RuOME) and hydrogen (H2) and hydrogen enriched compressed natural gas called (HCNG) both being renewable fuels when used in diesel engines modified to operate in dual fuel mode can provide complete replacement for fossil diesel. In the present study, effect of injection timings and venture design for gas mixing on the performance, combustion and emission characteristics of dual fuel engine fitted with both CMFIS and CRDI injection systems and operated on RuOME and HCNG/hydrogen has been investigated. Results showed that high pressure CRDI assisted injection of RuOME with optimized mixing chamber (carburetor)) for hydrogen induction in dual fuel engine performed improved compared to that with CMFIS. In addition, for the same fuel combinations, CRDI resulted in lower biodiesel consumption, lower carbon monoxide (BSCO) and hydrocarbon (BSHC) emissions and increased NOx emissions than CMFIS operation. Keywords: hydrogen, hydrogen enriched compressed natural gas, dual fuel engine, conventional mechanical and common rail fuel injection (CMFIS and CRDI)

- by Lectito Journals
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- Environmental Engineering, Chemistry, Hydrogen, Environmental Sustainability
- by L. Strafella and +1
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- CNG Dual Fuel Engines, Dual Fuel Engine
- by L. Strafella and +1
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- Dual Fuel Engine
- by Gianpiero Colangelo and +3
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- Biodiesel, Fuel injection, Dual Fuel Engine
- by D. Laforgia
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- Environmental Science, Dual Fuel Engine