No Judul

Combustion and exhaust emission characteristics of a

1 dual fuel compression ignition engine operated with
pilot Diesel fuel and natural gas

Efect of pilot fuel quantity on the performance of a

dual
2 fuel engine

Theoretical study of the effects of pilot fuel quantity

and its
injection timing on the performance and emissions of a
dual fuel
3 diesel engine

Experimental Investigations on Engine Performance and

Exhaust Emissions in an LPG Diesel Dual Fuel Engine

Emission characteristics of high speed, dual fuel,

compression ignition engine
operating in a wide range of natural gas/diesel fuel
proportions

5
 Experimental investigation of dual engine performance
using variable LPG
6 composition fuel

Experimental investigation concerning the effect

of natural gas percentage on performance and
emissions
7 of a DI dual fuel diesel engine

Effect of Injection Timing on the Engine Performance

and Exhaust
8 Emissions of a Dual-Fuel Compression Ignition Engine

Performance evaluation of a dual fuel engine (Diesel +

9 LPG)
 Review on the effects of dual-fuel operation, using
diesel
10 and gaseous fuels, on emissions and performance

Sensitivity of dual fuel engine combustion and knocking

11 limits to gaseous fuel composition
 Comparison Study of Dual Fuel Engine Performance
and
Overall Generated Noise under Different Dual Fuel
Types
12 and Engine Parameters

Effect of Injection Timing on the performance of a dual

13 fuel engine
 Effect of variation in LPG composition on emissions and
performance
14 in a dual fuel diesel engine
15
Penulis Tahun

R.G. Papagiannakis, D.T. Hountalas 2004

G.H. Abd Alla, H.A. Soliman, O.A. Badr, M.F. Abd Rabbo 2000

R.G. Papagiannakis , D.T. Hountalas, C.D. Rakopoulos 2007

M. P. Poonia, A. Bhardwaj, A. S. Jethoo, and U. Pandel 2011

R.G. Papagiannakis , C.D. Rakopoulos , D.T. Hountalas , D.C. Rakopoulos 2009

 Emad Elnajjar, Mohammad O. Hamdan, Mohamed Y.E. Selim

2013

R.G. Papagiannakis, D.T. Hountalas

2003

Pomprab Sriumpunpuk, Sak Sittichompoo, Mongkol Dangsoontornchai, dkk

2016

G.A. Rao, A.V.S. Raju, K. Govinda Rajulu and C.V. Mohan Rao

2010
 Wagemakers, A.M.L.M.; Leermakers, C.A.J.

2012

Mohamed Y.E. Selim 2004

 Emad Elnajjar , Mohamed Y. E. Selim, Farag Omar

2011

G.H. Abd Alla, H.A. Soliman, O.A. Badr, M.F. Abd Rabbo 2002
H.E. Saleh

2008
2016
Tujuan

examine the effect of dual fuel operation on the

exhaust emission and performance characteristics of an
existing Diesel test engine using natural
gas as primary fuel and a pilot amount of Diesel fuel as
an ignition source

the eect of pilot fuel quantity on the performance of a

single
cylinder, indirect injection diesel engine (Ricardo E6)
fuelled with gaseous fuels is investigated

to determine the
proper combination of both variables to improve the
engine behavior at specific operating conditions (speed
and load) under dual fuel mode

the effects of load, EGR, intake air throttling and rate of

injection and the percent energy substitution by LPG on
the exhaust emissions and engine performance were
studied at optimum engine operating conditions

record and evaluate the relative impact of the above

mentioned total airfuel ratio on engine
efficiency and emitted pollutants. Furthermore, the
present investigation deals with determining the
optimum range of variation of the parameter referred to
above, since at high engine load conditions the
significant change of this specific parameter may lead to
undesirable effects on engine performance
characteristics.
investigates the effect of several LPG compositions
(Propane to Butane volume ratio blends) operating under
various
engine load, compression ratio, pilot fuel injection
timing, pilot fuel
mass, and engine speed.

to examine the main characteristics of dual

fuel operation from the viewpoint of engine performance
and exhaust emissions.

the influence of
DME combustion with unmodified engine (15.5
CAD, BTDC) and modified by advanced and retarded
injection timing by 2 degree (CAD, BTDC)

examine the effect of dual fuel operation on the

performance characteristics of an existing Diesel test
engine using LPG as primary fuel and a pilot amount of
Diesel fuel as an ignition source
This study reviews the application of
natural gas (NG), liquefied petroleum gas (LPG), synthesis
gas (syngas), and hydrogen (H2) together with
conventional
diesel.

The effects of some engine operating and

design parameters e.g. load, speed, compression ratio,
pilot fuel injection timing and pilot fuel
mass on the combustion characteristics for the three
gases, performance, knocking and ignition
limits and combustion noise of the dual fuel engine shall
be studied
examine the effects of
different fuels: single diesel fuel, LPG and natural gas (as
a
main fuel) under varying different engine design and
operational parameters on engine noise generation.

the effect of injection timing on the performance of a

single cylinder indirect injection Diesel engine fueled
with gaseous fuels
analyze dual fuel operation with various proportions
of pure propane gas as baseline condition and diesel fuel
in terms of engine performance and emissions to obtain
the best
mass ratio of substitution of the diesel fuel with
maintaining high
thermal efficiency comparable to a conventional engine.
The
second is to identify the best LPG composition in the
same mass ratio obtained in the first that provides better
exhaust emissions and
engine performance in a dual fuel direct injection diesel
engine.
The third purpose is to improve the engine performance
and emissions for dual fuel mode at low loads by using
the exhaust gas
recirculation (EGR) method when operating with the
selected fuel
from the second section.
Metode

Measurements are taken at four different engine loads corresponding

to 20%, 40%, 60% and 80% of full load and three engine speeds of
1500, 2000 and 2500 rpm under both normal Diesel operation (only
Diesel fuel) and dual fuel operation with natural gas and pilot injection
of Diesel fuel

The engine will be tested using

methane or propane as the main fuel, while diesel fuel will be used as
the pilot fuel. Three
values of pilot fuel quantities, 0.15, 0.20 and 0.25 kg/h, are used in the
present tests.

During the experimental investigation, measurements

were taken at four different engine loads corresponding
to 20%, 40%, 60% and 80% of full load relative to diesel
operation, at an engine speed of 2000 rpm, under both normal diesel
(i.e. engine runs only with diesel fuel) and dual
fuel operation (i.e. simultaneously combustion of both natural gas and
diesel fuel)

The developed throttling mechanism had eight

equal steps from 100% throttle closing to 0% throttle closing. injection
timing of 27.4 BTDC and 24 BTDC were selected
for dual fuel and diesel operation.

Measurements were taken at

three engine speeds of 1500, 2000 and 2500 rpm, and four different
engine loads corresponding to brake mean effective pressures (bmep)
of 1.2, 2.4, 3.7 and 4.9 bar, respectively, under both normal diesel (x =
0%) and dual fuel (x > 0%) operations. According to the experimental
procedure, under dual fuel operating mode at a given engine speed
sufficient amount of liquid diesel fuel is provided to achieve a
percentage of the desired engine power output.
The LPG with composition of 55:45
(Propane to Butane volume ratio) is used as a baseline condition to
compare the different blends effect on the engine performance
represented. The engine performance is evaluated using the
following engine parameters: (1) the maximum cylinder pressure,
(2) the thermal efficiency, (3) the maximum rate of pressure rise
and (5) the maximum rate of engine heat release.

Measurements are taken at three different engine loads corresponding

to 40%,
60% and 80% of full load and three engine speeds of 1500, 2000 and
2500 rpm under both, normal
diesel operation (100% diesel fuel) and dual fuel operation (natural gas
and diesel fuel).

The Experimental under different engine speed of

1200, 1500 and 1800 RPM with an engine load of
25%, 50% and 75% of maximum engine load and
different ratio of EGR 0%, 10% and 20% of air in
combustion. The injection timing was examined at
standard injection timing (15.5 CAD BTDC), retard
injection timing 2 (13.5 CAD BTDC) and advance
injection timing 2 (17.5 CAD BTDC)

Initially, the engine is operated on

the diesel baseline mode at a constant speed of 1500
rpm at 10%, 20%, 30% etc of the
full load up to the full load. At each
of these loads, the engine
performance parameters are
recorded, tabulated and plotted.
Then the engine is operated on the
dual-fuel mode at different loads
using various proportions of diesel
and LPG by energy, like 90-10, 80-
20 and so on.
1. Three gaseous fuels have been used separately: pure methane, CNG
and LPG.
2. The engine speed is varied from 1100 to 2000 rpm.
3. The engine load is varied from minimum to 20 N m, or where knock
starts.
4. The pilot fuel injection timing is varied from 20 to 45 BTDC.
5. The pilot Diesel fuel mass injected is varied from 0.26 to 0.84 kg/h.
6. The engine compression ratio is varied from 18 to 22.
 The engine speed and it is varied from 20 to 28 rev/sec,
incremented by 2 rev/sec
The pilot diesel fuel mass injected and it is varied from 0.14
to 0.72 kg/hr
The engine injection timing for the pilot fuel and it is varied
from 20 to 45o BTDC, incremented by 5o
The engine compression ratio and it is varied from 16 to 22,
incremented by 2.
The mass of gaseous fuel and it is varied from 1 to 4.5 kg/hr
(till the onset of engine knocking and strong pressure waves
observed).

three values of injection timing of 25, 27,5 and 30 BTDC are used
The experiments were carried out on a two-cylinder, water
cooled, four-stroke, diesel engine with a direct injection type of
combustion chamber. It was necessary to make some of modifications
in the engine since the original engine was not prepared
for dual fuel system and had not EGR. The first modification was
the propane and butane gas (LPG blends) was introduced
through orifice plate, a needle valve and a gas mixer to the engine inlet
manifold where the gas fuel mixes with the incoming
airflow through multi-point injection, and then applied to investigate
the effect of variation in LPG composition on emissions
and engine performance. The second one was the exhaust manifold
was connected with the air intake manifold through exhaust
gas recirculation (EGR) valve. Here as well, the EGR used to
investigate the effect of EGR on emissions and engine performance at
part loads in a dual fuel diesel engine.
Hasil

Dual fuel operation results in lower peak cylinder pressure compared to the one under normal Diesel operation. At low
specific fuel consumption, it is revealed that it becomes inferior under dual fuel operation compared to the one under nor
converge to the ones under normal Diesel operation. NOx concentration under dual fuel operation is lower compared to
the other hand, CO and HC emissi

An improvement in thermal eciency is achieved by increasing the amount of pilot fuel,

because of the corresponding high pressure and temperature while the combustion duration
increased. Increasing the amount of pilot fuel at high loads led to early knocking. It is ,therefore,
concluded that increasing the amount of pilot fuel is not e ective in dual fuel operation at
high loads.

The comparison between normal diesel and dual fuel

operation with normal injection timing and normal pilot
fuel quantity reveals that the simultaneous use of diesel
and natural gas leads to lower peak combustion pressures.
Moreover, dual fuel operation leads to higher values of the
brake specific fuel consumption compared to the respective
ones under pure diesel operation. As far as pollutant emissions are concerned, dual fuel operation affects positively
(reduction) nitric oxide and soot emissions, while it causes
a considerable increase of carbon monoxide emissions
compared to the ones under normal diesel operation.

Intake air throttling at low loads can improve both engine

efficiency and HC emissions. However the effect is more
significant at 20% load as compared to 40% load. It is seen that as the percent gas substitution increases the
brake thermal efficiency and HC emissions deteriorate
with increasing gas substitution beyond the optimum
value of 25% (8.4 mg/cycle pilot). However this effect is
not significant at 40% load. An improvement in the combustion process was achieved
by advancing the injection timing because of the
corresponding high pressure and temperature, with no
decrease in the combustion duration.

the increase of diesel fuel supplementary ratio results in lower nitric oxide emissions as compared
to the respective ones observed under normal diesel operation. At high load and high supplementary ratios, the beneficial
positive effect is stronger at high engine load and for relative airfuel ratios close to stoichiometry The increase of diesel fu
intermediate loads in comparison to the one observed at high load, since at high engine load and low total relative airfuel
hydrocarbon emissions compared to the ones observed under normal diesel operation. At part load this specific difference
Propane) are experiencing the highest level of noise compared to
the other fuel blends. Overall, different engine speed does not have
a major effect on engine efficiency, indicated mean effective pressure and the rate of heat release, except on special cases
results show a variation of order of 20%. Different tested fuel
mixture blends under different injection timing are showing
a similar trend and comparable value for efficiency, indicated mean
effective pressure and the rate of heat release. For specific fuel
mixture composite, advancing the pilot fuel injection timing is
causing the overall efficiency to decrease, at the same time its level
of generated combustion noise is increasing. LPG_4 (25% Propane)
is showing the best performance among the other fuel types with
the highest level of efficiency with small noise. Meanwhile LPG_3
(55% Propane) shows the average efficiency compared to the other
fuel mixture blends with the highest level of noise. At 45 BTDC
injection timing LPG_3 is the only fuel that experiences knocking
compared to the other fuels. Higher compression ratio below the
level of knocking is improving the engine overall efficiency, with
higher levels of combustion noise generation. Compression ratio of
20 seems to be the best among other tested. All tested fuels show
comparable efficiency values, LPG_5 gives the lowest noise levels
compared to the others blends.

dual fuel operation results to higher

ignition delays compared to normal diesel operation. Using gaseous fuel leads to a decrease of the
peak cylinder pressure compared to normal diesel operation. Furthermore the initial heat release
rate is lower while the duration of combustion in most cases increases with increasing natural gas
mass ratio.
Concerning engine total bsfc, it is observed an increase under dual fuel operation compared to
the one under normal diesel operation. The increase is higher at part load. The increase would be
higher if we were to consider for the higher heating value of the natural gas and reveals a poor
utilization of the gaseous fuel.
As far as pollutant emissions are concerned the use of gaseous fuel has a positive effect on NO
emissions. The level of NO concentration under dual fuel operation is lower compared to the one
under normal diesel operation. Under dual fuel operation, CO and HC emissions are generally
higher compared to normal diesel operation. Their value increases with the gaseous fuel mass
ratio and only at high engine load and high natural gas mass ratios a decrease is observed.

After modified the engine which injection

timing was adjustable (Advance 2 CAD) revealed the
decrease of thermal efficiency while the energy
consumption and emission (NOX and THC) increased
and BSN reduced. On the other hand, the retard
injection timing led to improved thermal efficiency and
thus, energy consumption, reduction of NOX and THC.

The engine operation is smoother and more efficient

particularly at high engine loads,
At lower loads, mechanical, brake thermal efficiencies
of the engine are more on the pure diesel mode but at
higher loads the reverse is true.
The engine operation is more economical on the pure
diesel mode at lower loads, however at higher loads
dual-fuel operation is better.
The smoke density is negligible on the dual-fuel mode
with higher LPG energy substitutions.
Stationary diesel engines can be conveniently
operated on the dual-fuel mode at higher loads.
In general soot emissions can be effectively reduced in dualfuel modes for all the evaluated gaseous fuels except for
syngas. Since little research evaluates the effect of syngas on
soot emissions the only results evaluated are of an impure
syngas. Syngas containing only carbon monoxide and
hydrogen could lead to more promising results particularly
with increasing hydrogen content of the syngas. Furthermore,
with increasing loads and gaseous fuel content soot emissions
further decrease with respect to conventional diesel operation.
Since hydrogen has a very low density, increasing the amount
of syngas or hydrogen in the fuel can result in a lack of
oxygen. This lack of oxygen can cause incomplete
combustion and lead to increased soot emissions.
Depending on which gaseous fuel is used for dual-fuel
operation significant reductions in nitrogen oxides can be
achieved. Liquid petroleum gas and natural gas both offer
NOx reductions due to a more homogeneous mixture and
decreased mixture temperatures. Moreover, increasing
gaseous fuel percentages and loads will result in increased
reduction of nitrogen oxide emissions compared to normal
diesel operation. Both hydrogen and synthesis gas combined
with diesel will lead to increased nitrogen oxide emissions.
This is likely due to the higher flame temperatures and
combustion rates of hydrogen and carbon monoxide.
The emissions of unburned hydrocarbon and carbon
monoxide are mostly a result of incomplete combustion. A
dominant source of incomplete combustion of the gaseous
fuels is the unburned fuel in crevices volumes. Furthermore,
lean gaseous fuel/air mixtures can lead to poor flame
propagation. Dual-fuel operation with LPG and natural gas
will both increase the emissions of hydrocarbons and carbon
monoxides compared with conventional diesel operation.
However, direct injected LPG-diesel blends will decrease the
emissions of carbon monoxide.

1. The dual fuel engine that utilizes methane produces higher power and efficiency than that using
natural gas, followed by LPG.
2. The dual fuel engine starts to knock early when using LPG as the main fuel, followed by the
natural gas mixture, and then methane gives the highest resistance to knock.
3. The onset of knock of the dual fuel engine is associated with a drop in thermal efficiency and
output power. 4. Increasing the mass of gaseous fuel used increases the combustion noise and maximum pressure
for the three gaseous fuels.
5. Increasing the engine speed or load increases the thermal efficiency of the dual fuel engine.
6. Increasing the engine speed reduces the combustion noise for the dual fuel engine.
7. The engine using LPG as the main gaseous fuel produces the highest combustion noise, followed by both methane and n
8. Advancing the pilot fuel injection timing reduces the torque output, reduces the thermal efficiency and increases the ma
9. Increasing the pilot fuel quantity increases the torque output, thermal efficiency and maximum
pressure for the three gases, yet it reduces the combustion noise for the three gases. However,
the combustion noise generated is greater than in the pure Diesel mono-fuel case.
10. Knock starts earlier when a high compression ratio is used in the dual fuel engine, and this is
more notable for LPG. Dual fuel engines with non-knocking operation should use lower compression ratios.
11. The onset of ignition failure and combustion noise are affected by the compression ratio and
the type of gaseous fuel used.
three used fuels, the LPG fuel generates the highest level of
combustion noise and overall noise levels, compared to
natural gas, for different engine speeds. The maximum SPL
levels for LPG, NG and diesel fuels are 90, 88 and 88 dB
respectively corresponding to 28 rev/sec speed.
2. For all used fuels: single diesel and dual fuels, the location
of the maximum cylinder pressure and maximum pressure
rise rate are directly affected by the tested variables e.g.
engine speed, injection timing, compression ratio and pilot
fuel mass.
3. For all used fuels, advancing the injection timing of pilot
fuel increases the overall engines noise level and the
combustion noise level (dP/d)max. Dual fuel cases are
showing higher levels of noise comparing to the diesel fuel
especially at early injection timing. The maximum SPL
levels for LPG, NG and diesel fuels are 93, 93 and 86 dB
respectively corresponding to 45o BTDC injection timing.
4. For all used fuels: diesel and dual fuels, the location of the
maximum cylinder pressure and maximum pressure rise rate
are inversely proportional with the injection timing advance.
5. Increasing the compression ratio increases the overall
engines noise level and the combustion noise level (dP/d)
max, for all used fuels. LPG fuel is showing higher levels
of noise compared to the diesel and NG fuel. The maximum
SPL levels for LPG, NG and diesel fuels are 88, 87 and 87
dB respectively corresponding to 22 compression ratio.
6. Dual fuels experience higher noise levels compared to
single diesel fuel as the load is increased by increasing the
gaseous fuel with fixed diesel flow rate. The higher the
loading the lower SPL is generated. Maximum SPL where
generated about 88 dB for the dual fuel and 86 dB for the
diesel fuel at lading of 8 N.m.
7. Increasing the amount of pilot fuel mass reduces the engine
combustion and overall noise.
8. The engine overall noise may be reduced to follow the
noise emission standards by controlling the engine design
and operating parameters e.g. speed, injection timing,
compression ratio and pilot fuel mass.
1. The test engine ran smoothly up to 90% of diesel fuel substitution and the ratio of m
propane=m diesel m propane 40% is the
best for maintaining the high thermal efficiency comparable
to a conventional engine.
2. Variation in LPG composition caused a variation in the exhaust
emissions, the exhaust gas temperatures and the fuel conversion efficiency in dual fuel operation at the same mass ratio
obtained. As higher butane content lead to lower NOx levels
while a higher propane content reduces CO levels.
3. Fuel #3 with butane content 30% was the best LPG blends in a
dual fuel operation since the overall engine performance was
equivalent to the conventional diesel engine except that at part
loads.
4. NOx and SO2 Emissions for fuel #3-diesel blend decreased by
27%, 69% at full load and 35%, 51% at 25% load, respectively in
comparison with the conventional diesel engine however CO
emissions increased about 15.7% at full load and reached to
100% at 25% load.
5. With EGR rate 5%, the fuel conversion efficiency of fuel #3-diesel blend is improved at part loads.
6. A better trade-off between CO and NOx emissions can be
attained within EGR rate of 515%