Experimental investigation of biogas-diesel dual fuel CI engine performance

Energy Conversion and Management 48 (2007) 22862308 www.elsevier.
com/locate/enconman
Study on biogas premixed charge diesel dual fuelled engine

Phan Minh Duc *, Kanit Wattanavichien
Mechanical Engineering Department, Faculty of Engineering, Chulalongkorn University, Phaya-Thai Road, Patumwan, Bangkok 10330, Thailand Received 22 July 2006; accepted 29 March 2007 Available online 21 May 2007
Abstract This paper presents an experimental investigation of a small IDI biogas premixed charge diesel dual fuelled CI engine used in agricultural applications. Engine performance, diesel fuel substitution, energy consumption and long term use have been concerned. The attained results show that biogasdiesel dual fuelling of this engine revealed almost no deterioration in engine performance but lower energy conversion eciency which was oset by the reduced fuel cost of biogas over diesel. The long term use of this engine with biogasdiesel dual fuelling is feasible with some considerations. 2007 Elsevier Ltd. All rights reserved.
Keywords: Dual fuel; Biogas; Premixed charge; IDI
1. Introduction Biogas, produced by the anaerobic fermentation of cellulose biomass materials, is a clean fuel for internal combustion engines. In oil crisis situations, it may act as a promising alternative fuel, especially for diesel engines, by substituting for a considerable amount of fossil fuels. Diesel engines can be easily converted to fumigated dual fuel engines. This is the most practical and ecient method to utilize high spontaneous ignition temperature alternative fuels, such as biogas. In the fumigated dual fuel method, biogas mixes with air before this mixture enters the combustion chamber, and at the end of the compression stroke, an amount of diesel fuel, called the pilot injection, is injected to ignite it. This method has the advantage of the ability to switch back to diesel operation in case of a shortfall in biogas supply during an important operation. Because of these benets, dual fuelling of diesel and biogas [14], as well as producer gas [510], LPG [1116], NG [17 26] or hydrogen [11,27,28], have been investigated widely worldwide for some past decades. Karim G.A. et al.
Corresponding author. Tel.: +66 2 2186607; fax: +66 2 2522889. E-mail address: duc.aut@ud.edu.vn (P.M. Duc).
[11,17,18,2931] have investigated dual fuel operation with dierent gaseous fuels (hydrogen, methane, propane, CNG, LPG) with respect to engine performance, combustion characteristics, exhaust gas emissions and factors inuencing them. These factors include the engine loads, diesel substitution, injection timing, intake air temperature and EGR. They concluded that the prolonged ignition delay caused by the presence of gaseous fuel in the compression process, the reduction of oxygen concentration in the charge and the increase in the polytropic index of the charge leads to signicant changes in combustion characteristics, exhaust gas emission, engine performance and fuel consumption. This was conrmed by other researchers in this eld [20,21,24]. A considerable number of past investigations concentrated on engine performance and fuel consumption. While those revealed decreases in engine output [32], others reported unchanged [19] or even increased [12,14,33] output. A loss in thermal eciency had been reported by some authors [25,34], whereas others stated comparable or higher eciencies [15,3538] or loss at low to medium loads but gains at high to full loads [13,33,39,40]. Solutions to improve dual fuel part load have been investigated and proposed, such as throttling the intake air charge [41], increased intake air pressure [42], temperature [11,25,43,44], controlled amount and time of
0196-8904/$ - see front matter 2007 Elsevier Ltd. All rights reserved. doi:10.1016/j.enconman.2007.03.020
P.M. Duc, K. Wattanavichien / Energy Conversion and Management 48 (2007) 22862308
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Nomenclature CI DI IDI NG CNG LPG EGR DDF TDC BDC bTDC CA UHC LHV FTIR TBN compression ignition direct injection indirect injection natural gas compressed natural gas liqueed petroleum gas exhaust gas recirculation diesel dual fuel top dead center bottom dead center before top dead center crank angle unburned hydrocarbon lower heating value fourier transform infrared spectroscopy total base number SDC STEC DS A/V specic diesel consumption, g/kWh specic total energy consumption, MJ/kWh diesel substitution surface to volume ratio of combustion chamber, m1 md mass of diesel fuel delivered per engine cycle, kg/ cycle, mg/cycle mair mass of air sucked per engine cycle, kg/cycle md DDF diesel mass ow rate in DDF operation, kg/s md D diesel mass ow rate in straight diesel operation, kg/s (A/F)s stoichiometric fuel air ratio (A/F)s,d stoichiometric air fuel ratio of diesel fuel (A/F)s,biog stoichiometric air fuel ratio of biogas U fuel air equivalent ratio bmep brake mean eective pressure, kPa
pilot injection [11,12,15,35,45] or controlled EGR ow and temperature [25,40,4648]. While more information of the type and composition of gaseous fuels used were provided, less detailed information about engine geometry was mentioned. This makes it more dicult to assess/analyze the reported results since the engine performance, thermal eciency, diesel substitution and exhaust gas emissions depend not only on the physical/chemical properties of the gaseous fuels but also on the engines used. In addition, almost all past investigations were conducted with engines on test benches at which engine cooling water and lube oil temperatures had been controlled to ensure not exceeding a predetermined value. This is contrary to real operational conditions at which the temperatures may increase to high levels. The reported information about long term use with dual fuelling has also not been reported clearly/fully. It seems that dual fuel operation for IDI engines is less eective than for DI engines because of too high surface to volume ratio of the combustion chamber. In addition, the dierence in combustion chamber geometry of this type would have an eect on the dual fuel characteristic. In this work, a comparative investigation between straight diesel and biogas premixed charge diesel dual fuel CI (henceforth called DDF) was conducted to obtain clear information. The following aspects were concerned: engine performance, diesel substitution, energy consumption and the eect of long term use. 2. Description 2.1. Test system The test system installation is shown schematically in Fig. 1. A small single cylinder IDI CI engine Kubota RT120 with specications shown in Table 1 was used. There was no engine modication except a gas mixer
designed particularly for it and added to the intake manifold as a means to introduce biogas. The engine was coupled with an alternator to form a system loaded by variable resistances. Engine load is the product of alternator current and voltage divided by the mechanic-electricity conversion eciency of this system. This eciency had been determined prior to this study to ensure correct engine load setting. The biogas fuel used has been produced by a biogas producing system at a pig farm in Ratchaburi province, Thailand. Biogas, with pressure higher than atmospheric, from very big cellars of the producing system is led by the pipe system and introduced to the engine via the gas mixer to form a homogeneous charge prior to combustion. Its ow rate was controlled manually by a regulator and a valve located upstream of the mixer. The consumed intake air and biogas ow rates were measured by means of an orice plate and inclined manometers. The engine speed signal was sensed by a photodiode sensor. A data acquisition system and a computer program was designed and installed to collect engine speed and load, time to consume a xed diesel fuel volume (43 0.01 cm3) and the temperatures of the intake air, cooling water, lubricant oil and exhaust gas at a frequency of 1 Hz. These data were stored in the computer hard disk for o line calculation and analysis. The instruments used are listed in Table 2. 2.2. Fuels properties Thai commercial diesel fuel, with the main properties given in Table 3, was used throughout this investigation. The properties of the biogas obtained from very big cellars of the producing system remained nearly unchanged during the test period. Its main properties were determined and shown in Table 4. As observed, methane is the main
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Inlet Air
Surge Tank
Diesel Fuel Tank
Computer
Ambient Temperature, Pressure, Humidity
Air Flow Meter Diesel Flow Meter Air Filter Gas Mixer Temp. Cooling Water Valve Regulator Temp. Lube Oil
Generator
A/D Converter
Temp. Exhaust Gas Current Voltage
Gas Flow Meter
Biogas from main supply system
TEST ENGINE KUBOTA RT 120
Variable Resistor
Speed Sensor
Fig. 1. Diagram of test system.
constituent (73% by volume) of the biogas used, which makes it suitable for engines with high compression ratio. In addition, the carbon content is also low (74.8% by mass
Table 1 Test engine specication Engine type Rating output Maximum torque Bore stroke Swept volume Compression ratio Combustion system Pre-chamber volume Pre/Main volume ratio Piston-cylinder head clearance Inlet valve Open/close Inner seat diameter/Lift Exhaust valve Open/close Inner seat diameter Lift Fuel pump Fuel delivery control Timing device Injector type/injection pressure Static injection timing Cooling system Lubricant system Single horizontal cylinder, naturally aspirated, water cooled, 4-cycle, IDI 7.73 kW at 2400 rpm 42 N m at 1500 rpm 94 90 mm 624 mm3 21:1 Kubota TVCS 21 mm3 67%/33% 0.85 mm 20/45 CA deg 34.3 mm/7.5 mm 50/15CA 29.1 mm 7.5 mm Bosh PFR1K Centrifugal type None Single spring Pintle nozzle/140 bar 1921 CA bTDC Radiator Forced feed
FI
of methane, compared to 84.7% of diesel), resulting in a signicant decrease in specic soot/CO2 emission. 2.3. Test procedures, denition and examination The experimental investigation was conducted in two phases. In the rst phase, engine performances and fuel consumptions for both modes of fuelling were determined. The engine was test at steady state with dierent engine speeds and loads. The test speeds were 1000, 1200, 1500, 1800, 2000 and 2400 rpm. The engine torque was varied until the maximum value available at each test speed was attained. For each test point, a set of parameters for both fuelling modes was measured. Ambient pressure, dierential pressure between ambient and each of two orices (for air and biogas ow rate measurement) and humidity were recorded manually, ve times for each point. Engine speed, power output and temperatures of intake air, biogas, diesel, cooling water, lubricant oil and exhaust gas were recorded by the acquisition system with a frequency of 1 Hz, and 61 samples for these parameters were used in the calculations. Fuel consumption was also measured ve times for each point, and the corresponding time was determined by the computer clock. During the tests, the lubricant oil and cooling water levels were monitored; water and oil was added as necessary. At each operational point, rstly, the engine operated with straight diesel as the baseline, and then, the amount of diesel fuel delivered to the engine was decreased to an amount as small as possible, accompanied with increased biogas ow, in the dual fuel
P.M. Duc, K. Wattanavichien / Energy Conversion and Management 48 (2007) 22862308 Table 2 Instrument specication Measurement Ambient pressure Ambient humiditya Engine speedb Engine load: voltageb Engine load: currentb Diesel consumptionb Lube oil temperatureb Cooling water temperatureb Exhaust gas temperatureb Ambient air temperatureb Air consumption Surgetemperatureb Dierential pressurea Biogas consumption Biogas temperatureb Dierential pressurea
a b a
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Instrument Barometer Psychrometer Photodiode/transmitter Transmitter Transmitter Liquid level detector Time Thermal couple + transmitter Thermal couple + transmitter Thermal couple + transmitter Thermal couple + transmitter Thermal couple/transmitter Orice + inclined manometer Thermal couple/transmitter Orice + inclined manometer
Accuracy/division Accuracy 0.5 mmHg/division 1 mmHg Accuracy 0.05 C/division 0.1 C 3 rev/min 0.2%/0.5 V 0.5%/0.01 A 430.01 cm3 Computer clock 1%/division 0.1 C 1%/division 0.1 C 1%/division 0.1 C 0.5%/division 0.1 C 0.5% 0.14 mmH2O/division 1 mm 0.5%/division 0.1 C 0.08 mmH2O/division 1 mm
Sample size 5 5 61 61 61
61 61 61 61 61 5 61 5
Parameter was manually collected ve times for each measurement. Accuracy includes that of the board of the acquisition system. Parameter was collected at frequency of 1 Hz and stored in a computer. Sixty-one samples were used in calculation.
Table 3 Thai commercial diesel properties Properties Specic gravity Cetane number Cetane index Viscosity at 40 C Pour point Cloud point Carbon residue Water and sediment Ash Flash point Lubricity by HFRR LHV (A/F)s Unit cSt C C wt.% vol.% wt.% C lm kJ/kg Test method (ASTM) D1298 D613 D976 D445 D97 D2599 D4530 D2709 D482 D93 CEC F-06-A-96 Value 0.826 47 min. 47 min. 1.8 4.1 10 max. 16 max. 0.05 max. 0.05 max. 0.01 max. 52 min. 460 max. 42,500 min. 14.5
was tested for endurance with DDF. With respect to inspecting engine operation at the rated condition suggested for diesel, also as a critical area in DDF, the test engine, after run in, followed a durability test cycle (as shown in Table 5), modied from EMA 200-h test cycle (Table 6). After warm up, the engine ran these three cycles a day continuously to accumulate approximately 13 h of engine operation before shut down. This procedure was repeated to achieve a total 240 h accumulation of operation. Lubricant oil CF grade, produced by Siam Kubota, was used for this test. During the test, the temperatures of cooling water, lubricant oil, and exhaust gas were measured, and the levels of cooling water and oil were monitored and additions made as necessary. The oil was sampled, analyzed and completely changed after approximately 60, 80 and
Table 5 Durability test cycle Step 1 2 3 Speed (rpm) 2400 2400 2400 Power (kW) 7.730 6.957 6.184 % Rated power 100 90 80 Torque (N m) 30.76 27.68 24.60 Time (min) 145 60 60
Table 4 Biogas properties Constituent CO2 N2 O2 CH4 H2S Density LHV (A/F)s,CH4 By volume 19% 6.5% 1.5% 73% 20 ppm 0.9145 kg/m3 (273 K, 1 at) 26.17 MJ/kg 17.23 By mass 37.38% 8.14% 2.15% 52.34%
Table 6 EMA 200-h test cycle Step 1 2 3 4 Speed (rpm) Rated 85% 90% Idle Torque Max. 28% 0 % Rated power 100 95 25 0 Time (min) 60 60 30 30
mode. The amount of biogas introduced was varied manually to achieve the required engine torque and speed. This means that the engine operated with minimum diesel fuel consumption at these speeds. It is noted that minimum diesel consumption does not mean minimum energy consumption in the case of dual fuel. In the second phase, the engine
Test engines run continuously ve cycles before shut-down period of 9 h a day. The cycle is repeated to accumulate 200 working hours.
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100 working hours. The oil test methods are shown in Table 7. Lastly, the engine was disassembled, visually inspected, measured and rated. The engine torque, power output, BMEP and fuel consumption presented have been corrected to correspond with those at standard conditions, ISO 3046. Diesel substitution, DS, is dened as the ratio between the equivalent diesel mass ow rate replaced by biogas in DDF operation and the diesel mass ow rate in diesel operation at the same engine speed and torque, as below DS 1 md;DDF =md;D 100% Brake total energy conversion eciency, gf,DDF, is dened as the ratio between the engine brake power output and the rate of total fuel energy supplied to the engine, as below gf ;DDF P md LHVd mbiog LHVbiog

2.4. Results and discussion Parameters including brake torque, brake power, specic diesel consumption, specic total energy consumption, brake total energy conversion eciency, diesel substitution, total fuel air equivalent ratio and volumetric eciency were calculated, and their uncertainties were estimated according to the method described in Ref. [49], with C95% condence and the following assumptions: Neglected covariances; Heating value and stoichiometric air fuel ratio of diesel and biogas, diesel density, swept volume and discharge coecient of the two orices are considered constants; Neglect the uncertainty generated as above parameters are corrected to the standard condition. The relative uncertainties of all the mentioned parameters are in an acceptable range and their highest values are shown in Table 8, giving condence to this investigation. 2.4.1. Full load operation As expected, at all test speeds, there was no deterioration in DDF engine performance compared with that with diesel fuelling. Comparisons in engine performance, diesel fuel consumption and energy conversion eciency are presented in Figs. 28 and Table 9. At full load, the maximum diesel substitution was about 36% at the lowest speed. It reached a peak of about 48.8% at 1800 rpm before decreasing by 8% at rated speed. Energy conversion eciencies in both fuelling modes were comparable, even slightly higher with dual fuelling at 1800 rpm. This may be a result of higher heat release rate and shorter combustion duration with DDF, making the in cylinder peak pressure closer to TDC, a more eective cycle, leading to lower exhaust gas temperature, especially at low speeds. Another factor that may contribute to the high energy conversion eciency at low/medium speeds is that there is no heat loss due to the passage of the fraction of biogas in the main combusTable 8 Highest relative uncertainties Parameters Engine speed bmep Torque Power gf SDC STEC U gv Toil Tw Tex Tair Ds Diesel operation (%) 0.39 2.51 2.51 2.87 2.06 2.86 2.86 2.18 0.20 1.00 0.98 0.81 1.02 DDF operation (%) 0.33 2.40 2.40 2.78 2.13 2.30 2.14 3.17 0.77 0.21 1.28 1.63 0.86 3.17
100%
The total fuel air equivalent ratio, UDDF, is dened as the ratio between the actual fuel air ratio and the stoichiometric fuel air ratio. Hence, it is the ratio between the stoichiometric mass of air required to burn the diesel and biogas inside the cylinder completely and the actual air introduced to the cylinder, as below UDDF md A=Fs;d mbiog A=Fs;biog mair
The above equations are also adequate with diesel fuelling (mbiog = 0), corresponding with subscript D of parameters U and gf.
Table 7 Lubricant oil test methods Iron Chromium Lead Copper Aluminium Nickel Silver Molybdenum Titanium Silicon Sodium Magnesium Calcium Phosphorus Zinc Oxidation Nitration Sulfation Water Soot Fuel TBN Viscosity D-6595 D-6595 D-6595 D-6595 D-6595 D-6595 D-6595 D-6595 D-6595 D-6595 D-6595 D-6595 D-6595 D-6595 D-6595 FTIR FTIR FTIR FTIR FTIR SAW D-4739 D-445
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Engine Performance @ Full Load

43.3
41.97 41.98 41.36 40.59 41.51 40.52 844 844 835 815 778 832 816 Torque_DDF bmep_DDF 35.93 35.89 722 723
990 940
Engine Torque (Nm)
40.1
37.51
38.66 38.68
36.8
37.54 755 777 754 Torque_Diesel bmep_Diesel
840 790 740
33.6
30.3 900
1100
1300
1500
1700
1900
2100
2300
690 2500
Engine speed (rev/min.)

Fig. 2. Full load performance in two fuelling modes.
Specific Diesel Consumption & Substitution

750
43.5
50
48.8 35.6 36.8 42.1 40.7
Consumption (g/kWh)
500
346 313 198 297 168 295 292 169 290 172
30
250
223
151
SDC_Diesel
SDC_DDF
Substitution
0 900
1100
1300
1500 1700 1900 2100 Engine Speed (rev/min)
2300
10 2500
Fig. 3. Specic diesel consumption and substitution at full load in two fuelling modes.
31
Brake Total Energy Conversion Efficiency

29.1 28.5 29.0 29.2
Efficiency (%)
27.1
28.7 28.4
28.5
28.5
27
26.7 24.5 24.0
f, D
1300 1500 1700 1900 2100 Engine speed (rev/min.)
f, DDF
2300 2500
23 900
1100
Fig. 4. Brake total energy conversion eciency at full load in two modes.
tion chamber as combustion occurs. With the IDI Kubota TVCS combustion system, the heat loss of this biogas fraction while contacting with the chamber wall may be less
since the swirl motion of the uid in the main chamber is very low. When engine speed increases, this benet may be oset by the heat transfer of that fraction to the cylinder
Substitution (%)
bmep (kPa)
890
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Full load Fuel Air Equivalent Ratio

1.0
0.95 0.95 0.90 0.90 0.85 0.80 0.81
Fuel-Air Equivalent Ratio
0.89
0.9
0.83 0.85 0.83
0.94
0.8
Diesel
0.7 900 1100 1300 1500 1700 1900 2100
DDF
2300 2500

Fig. 5. Full load total fuel air equivalent ratio in two fuelling modes.
Exhaust Gas Temperature

1000
36%
700
486 508
31% 28% 551 572
Change (DDF-Diesel)
570 567
400
380 326 268 412
506 11%
538
5%
100 900
1100
1300
1500
1700
1900
2100
2300
2500

Fig. 6. Exhaust gas temperatures at full load in two fuelling modes.
Cooling Water Temperature

115
1.92% 1.92% 1.02% 0.99% 0.99% 104 101 101 101 102 104
Temperature (C)
110 105 100 95 90 900
97
98 100 100
96
97
Tw_Diesel
Tw_DDF
Change (DDF-Diesel)
1100
1300
1500
1700
1900
2100
2300
2500
Engine speed (rev/min)

Fig. 7. Cooling water temperatures at full load in two fuelling modes.
head wall, leading to divergence of the two eciencies. The main factor contributing to this divergence would be the eect of the prolonged ignition delay in dual fuelling. The
presence of gaseous fuel with the air charge, during the intake and compression process leads to: 1 a decrease of oxygen concentration; 2 a decrease of charge temperature
Temperature Change (%)
2.88%
45%
Tex_Diesel Tex_DDF
Temperature ( C)
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Lube Oil Temperature

115
2.27% 1.03% 1.03% 0.97% 104 103 97 97 97 102 102 3.09% 1.92%
105
95
88 86 94
96
96
Toil_Diesel Toil_DDF Change (DDF-Diesel)
85 900
1100
1300
1500 1700 1900 2100 Engine Speed (rev/min)
2300
2500
Fig. 8. Lube oil temperatures at full load in two fuelling modes.
Table 9 Full load performance with the two cases of fuelling Diesel fuelling Engine speed (rpm) Ambient air temperature (C) Brake torque (N m) bmep (kPa) Dual fuelling Engine speed (rpm) Ambient air temperature (C) Brake torque (N m) bmep (kPa) 1000.6 33.1 37.51 754 1000.6 33.2 37.54 755 1200.6 26.1 38.66 777 1200.6 26.1 38.68 778 1500.6 28.1 41.97 844 1500.6 28.1 41.98 844 1801.4 33.2 41.36 832 1801.3 33.2 41.51 835 2001.0 36.2 40.59 816 2001.1 36.1 40.52 815 2401.5 31.1 35.93 723 2401.5 31.2 35.89 722
at the time of starting injection due to the lower polytropic index of biogas (1.305 compared to 1.400 of air); and 3 the pre-ignition reactions of the biogasairresidual gas mixture [11,18]. These factors may cause ignition delay to increase, leading to a higher pressure rise rate in the premixed combustion phase of diesel fuel and, hence, lower diesel substitution due to the end gas knock limit. The prolonged ignition delay then causes the combustion process to shift some degrees toward BDC, leading to less eective cycles. While the eciency, in the diesel mode, increased with increased speed, it had a peak of 29.1% at 1800 rpm in the DDF mode. The high energy conversion eciency in the dual fuelling mode was also revealed with the decreasing trend in exhaust gas temperature, as shown in Fig. 6. The exhaust gas temperature was lower than that in diesel fuelling at all test speeds, especially at the low speed range. As the combustion takes place closer to TDC, a larger fraction of the fuel energy is converted to work and, to some extent, heat transfer. This leads to lower exhaust gas temperature, and hence, the loss of energy brought by exhaust gas decreased. While the exhaust gas temperature revealed a decreasing trend, the temperature of the cooling water and lube oil revealed the reverse, always higher than those in diesel fuelling, as seen in Figs. 7 and 8. It is noted that these trends occur at comparable intake air temperatures of the two
cases of fuelling as in Table 9. The highest increase in cooling water temperature, at 2000 rpm, was 3 C, accounting for approximately 3%. Similarly, the highest increase in lube oil temperature was 3 C, accounting for approximately 3%, at 1200 rpm. The increases in cooling water and oil temperatures might result from the higher maximum temperature in the combustion chamber, hence higher heat transfer across the combustion chamber wall to the cooling water and engine block. Although diesel has the higher stoichiometric ame temperature (2300 K) than that of methane (2250 K), the combustion temperature in the case of dual fuelling could be higher than that in the case of diesel fuelling because of the higher equivalent ratio of the homogeneous charge mixture as shown in Fig. 5. 2.4.2. Part load operation A birds eye view of the comparison in engine operation with the two cases of fuelling is revealed by Figs. 921. The general trends as the engine operated with biogasdiesel fuelling were higher fuel air equivalent ratio, lower volumetric eciency and energy conversion eciency, higher lube oil and cooling water temperatures and lower exhaust gas temperature. Compared to diesel fuelling, diesel substitution decreased from a high value of about 9394% at low load to low values
Temperature ( C)
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Diesel Substitution (%)

45
40
40
45
45 50
35
55
Brake Torque (Nm)
30
70
25 20 15
60 65
75 80 85 90 95
10 5 1000 1200 1400 1600 1800 2000 Engine speed (rev/min) 2200 2400
Fig. 9. Maximum diesel substitution in dual fuelling.
Fuel Air Equivalent Ratio (Diesel Fuelling)

45
0.85
40
0.9 0.8
35
0.75 0.7 0.65 0.6 0.55 0.5 0.45 0.4
Brake Torque (Nm)
30 25 20 15
0.35
10
0.25
5 1000 1200 1400
0.3
1600 1800 2000 Engine speed (rev/min)
2200
2400
Fig. 10. Fuel air equivalent ratio (diesel fuelling).
of about 4349% at high/full loads at constant speeds as observed in Fig. 9. However, it is noticed that the minimum mass of diesel delivered per cycle increased with increased load at constant speeds, namely 2225 mg/cycle as observed
in Figs. 22, 26, 30 and 34. The maximum diesel substitution is limited due to the end gas knock limit [12,19,21,35,50,51]. With dual fuelling, the total fuel air equivalent ratio is always higher than that with diesel fuelling, resulting from
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Total Fuel Air Equivalent Ratio (Dual Fuelling)

45
0.9
40 35
0.85 0.8 0.75
0.85
Brake Torque (Nm)
30
0.7
25 20 15 10 5 1000 1200 1400 1600 1800 2000 2200 2400
0.65 0.6 0.45 0.5 0.4 0.55 0.5 0.5 0.7

Fig. 11. Total fuel air equivalent ratio (DDF).
Brake Energy Conversion Efficiency (Diesel)

45 28 40 35 31 Brake Torque (Nm) 30 25 20 15 10 5 1000 1200 1400 1600 1800 Engine speed (rev/min) 2000 2200 2400 26 26 24 22 24 22 19 16 13 31.5 29 28 26 30.5 30 29.5 29
Fig. 12. Brake energy conversion eciency (diesel fuelling).
the replacement of a fraction of the air charge by biogas. This increased fuel air equivalent ratio has some important eects. First, the gaseous fuel replaces a fraction of the diesel liquid fuel and forms a homogeneous mixture, leading to a higher combustion rate (of the homogeneous mixture, and
the rate increases with increased gaseous fuel air ratio), reduced diusion diesel combustion and reduced wall impingement of diesel, hence improving the total fuel conversion eciency and producing less soot. The soot reduction is proportional to the diesel substitution [19]. Second,
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Brake Total Energy Conversion Efficiency (Dual Fuelling)

45 29 40 35 26 29 29. 5 30
Brake Torque (N-m)
30 25 20 22 15 10 5 1000 1200 1400 1600 19 16
28 26 24
13
10
1800
2000
2200
2400

Fig. 13. Brake total energy conversion eciency (DDF).
Specific Diesel Consumption (g/kWh) (Diesel Fuelling)

300 40 35 320 285 275 273 270 25 20 15 10 5 1000 1200 1400 1600 1800 2000 2200 320 350 400 273 280 285 290 300 320 350 400 500 700 2400 290 290
Brake Torque (Nm)
30

Fig. 14. Specic diesel consumption (diesel fuelling).
increasing diesel substitution leads to a relatively larger fraction of gaseous fuel occupying the main chamber. As it burns, there is no heat loss due to the connecting passage. Third, on the opposite side, increasing the equivalent ratio leads to lower fuel conversion eciency. With too lean biogasair mixture, the ame front can not propagate fast
enough and far enough to consume the entire mixture within the time period available [11,25,2931], leading to higher UHC, carbon monoxide emission and higher energy consumption. In IDI engines, this phenomenon is more severe since they have high surface to volume ratio of the combustion chamber, especially with the main chamber. As the mix-
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Specific Diesel Consumption (g/kWh) (Dual Fuelling)

45 130 40 35 120 200 150 130 150
Brake torque (Nm)
100 30 25 20 15 15 10 5 1000 1200 1400 1600 1800 2000 2200 2400 20 50 40 25 30 40 50 100 80 70 60 80

Fig. 15. Specic diesel consumption (DDF).
Exhaust Gas Temperature (oC) (Diesel Fuelling)

45 40 35
550 500 450
Brake Torque (Nm)
30
350
25
400
300
20 15 10 5 1000 1200 1400 1600 1800 2000 2200 2400
250 210

Fig. 16. Exhaust gas temperature (diesel fuelling).
ture strength reaches a certain level, depending on the prevailing condition in the combustion chamber, the combustion duration of the gas becomes shorter, more complete since the ame spread speed increases. Fourth, the prolonged ignition delay causes the combustion process to last
later with respect to TDC, leading to a less eective cycle. The net eect of the above factors drives the trend in total energy conversion eciency of the DDF engine. It produces lower total energy conversion eciency in DDF at low/medium load ranges, although the reverse trend may be at
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Exhaust Gas Temperature (oC) (Dual Fuelling)

45 40
500
35
450 400
Brake Torque (Nm)
30 25
350 300 250
20
210
15
180
10 5 1000 1200 1400 1600 1800 2000 2200 2400

Fig. 17. Exhaust gas temperature (DDF).
Cooling Water Temperature (oC) (Diesel Fuelling)

45
99
40
101 95 95 93 91 90 84 88 84 82 76 86 88 91 95 93 9 80 78 99 95 97
35
Brake Torque (Nm)
30 25
20
86
15
78 80
10 5 1000 1200
1400
1600
1800
2000
2200
2400

Fig. 18. Cooling water temperature (diesel fuelling).
higher/full loads. With diesel fuelling, a relatively high eciency of 28% could be reached with almost all engine speeds in the range of 12002200 rpm and engine loads from med-
ium value (about 22.5 N m), Fig. 12, but from a higher value (about 30 N m) with dual fuelling, as shown in Fig. 13. At levels higher than about 50% of maximum load, the deteri-
2299
Cooling Water Temperature (oC) (Dual Fuelling)

45 40 93 35 91 95 97 99 101 105
Brake Torque (Nm)
30 88 25
90 103
91 20 86 15 82 10 5 1000 1200 1400 78 76 84 80 82
91
93 95 97
1600 1800 2000 Engine speed (rev/min)
2200
2400
Fig. 19. Cooling water temperature (DDF).
Lube Oil Temperature (oC) (Diesel Fuelling)

45 95 40 35 91 91 90 101 101 97 99 101
Brake Torque (Nm)
30 86 25
88
99 97 93 91 95
84 20 15 76 10 5 1000 1200 1400 1600 1800 2000 Engine speed (rev/min) 76 86 82 78 80
2200
2400
Fig. 20. Lube oil temperature (diesel fuelling).
oration in energy conversion eciency of the engine in DDF mode (about 3%) is less than that of other engines of the DI type due to the contribution of the large fraction of the gaseous fuel in the main chamber. It is also noted that the DDF operation was established with respect to minimizing the
diesel fuel used. Hence, the deterioration will be lower if the target of energy conversion eciency is concerned. One important result is that, accompanied with a decrease of about 1.5%, the high eciency island of DDF moved to a higher speed and load area compared with that
2300
Lube Oil Temperature (oC) (Dual Fuelling)

45 97 40 35 91 97 93 95 97 99 101 105
Brake Torque (Nm)
30 25 20 86 15 10 5 1000 1200 78 80 82 88
90
103 101 91 90 91 93 95 97
80 76
84 78 82
1400
1600 1800 Engine speed (rev/min)
2000
2200
2400
Fig. 21. Lube oil temperature (DDF).
of diesel fuelling. The occurrence of a high eciency island in DDF mode at higher engine torque manifests that the positive eect of increased mechanical eciency, larger fraction of gaseous fuel in the main chamber and higher combustion eciency at higher combustion chamber temperature dominates, is higher than, the negative eect of the importance of heat transfer from the working uid to the combustion chamber wall. Similarly, the occurrence at the higher engine speed area reveals that the positive eect of the larger fraction of gaseous fuel in the main chamber, higher combustion eciency at higher combustion chamber temperature and decreased importance of heat loss due to decreased cycle time exceed the negative eect of increased friction loss. The comparison in exhaust temperature in the two fuelling cases, Figs. 16 and 17, claries this point more. At the same given load and speed, in DDF mode, the exhaust temperature was always lower. In addition, from the considered point, the slopes of the contour lines were higher than those in straight diesel mode. It is then inferred that, in the DDF mode, the positive eect on combustion eciency due to the replacement of a fraction of the liquid diesel fuel by gaseous fuel and the occupying by a fraction of gaseous fuel in the main chamber at relatively high compression ratio dominates as the operational engine speed increases since lesser heat energy loss is brought by the exhaust gas. At higher engine speeds and torques, accompanied with higher work produced, the higher combustion temperature would cause an increase in heat transfer to the cylinder head and cylinder wall, leading to a higher temperature of cooling water and lubricant oil. This would result
in a very high thermal load to the engine. As observed, a critical area at which high oil and cooling water temperature occurred corresponded with approximately 2000 rpm and above of engine speed and about 27.5 Nm of brake torque (580 kPa of bmep). This area is marked by the red contour line shown in Figs. 19 and 21. In the remaining area of engine operating condition, except full load at all speeds and medium load with speeds higher than 2000 rpm, DDF produced relatively lower temperatures of cooling water and lubricant oil. Enveloping the critical area was the one revealing very high temperature gradients with respect to load and speed. With Figs. 2237, the detailed comparison between the two cases of fuelling at four speeds of 1500, 1800, 2000 and 2400 rpm is presented. As observed, the volumetric eciency in DDF was always lower than that in diesel fuelling due to the increased pressure drop caused by the gas mixer. Because of this, lube oil was sucked into the inlet port since there is no seal for the inlet valve of this engine type, resulting higher lube oil consumption. At xed engine speed, with increased loads, while the volumetric eciency gradually decreased in the diesel case, it might uctuate in the DDF case because of the gaseous fuel introduced. 2.4.3. Endurance test The engine endurance test revealed the following results: Lubricant oil consumption was very high, at levels unacceptable, as shown in Fig. 38. This was due to higher cooling water and lube oil temperatures. Moreover, the increase in pressure drop in the intake system with
2301
Diesel Fuel Delivery @ 1500 rev/min

120
92% 94% 84% 78% 73% 71% 61%
100% 90% 80% 70%

53%
Diesel Injection (mg/cycle)
80
Diesel Injection (Diesel)
60%
50% 43% 40 45 25
60 40 20 0
13 1
Diesel Injection (DDF) Diesel Substitution

20 4 23 6 27 31 34 16 8 12 20
50% 40% 30% 20% 10%
16 1
18 3
10
15
20 25 30 Brake Torque (Nm)
35
40
0% 45
Fig. 22. Comparison in diesel delivery and substitution at 1500 rpm in two fuelling cases.
Fuel Air Equivalent Ratio @ 1500 rev/min

1.00
Fuel Air Equivalent Ratio
0.83
0.80
0.68 0.63 0.59
0.74 0.81 0.72 0.61 0.55 0.48 0.42 0.32 0.36
0.60
0.47 0.39 0.39 0.40
0.50
0.40
0.20
0.23
0.27
Diesel
0.00 5 10 15 20 25 30 35
DDF
40 45
Brake Torque (Nm)

Fig. 23. Comparison in fuel air equivalent ratio at 1500 rpm in two fuelling cases.
Volumetric & Energy Conversion Efficiency @ 1500 rev/min

0.70 1.3
1.14 1.17 1.12 1.11 1.11 1.11 1.11 1.10 1.10 1.09
Energy Conversion Efficiency
1.07
1.08
1.07
1.06
1.07
1.06
1.07
1.06
1.06 1.06
0.300 0.243 0.211 0.167 0.205 0.163 0.106 0.239
0.310
0.319
0.311 0.303
0.297 0.285 0.300 0.284
0.8
0.263
0.273
0.281
0.296
f,Diesel
20 25 30
v,Diesel
10 15 35
f,DDF v,DDF
40
0.6
0.00 5
0.3 45
Brake Torque (Nm)

Fig. 24. Comparison in volumetric and energy conversion eciency at 1500 rpm in two fuelling cases.
Volumetric Efficiency
1.1
100
2302
Total Energy Consumption (MJ/kWh)
Specific Total Energy Consumption @ 1500 rpm

40
33.82
STEC_Die se l
STEC_DDF
30
22.02
20
21.69 17.01
17.55 15.09 14.81 11.99 11.70 11.30 11.60 11.37 12.12 12.62 13.70 13.19 12.81 12.18 12.01 12.68
10
0 5 10 15 20 25 30 Brake Torque (Nm) 35 40 45
Fig. 25. Comparison in specic total energy consumption at 1500 rpm in two fuelling cases.

120
90% 86%
100%
92% 93% 83% 76% 68% 65% 59% 56% 53% 49%
90% 80% 70% 60% 50%

29 32 35 39 43 22
80 60 40 20 0 5
13 1 15 1
Diesel Injection (Dies el) Diesel Injection (DDF) Diesel Subs titution
26
40% 30%
16 2
18 3
21
23
10
13
15
18
20% 10%
10
15
20
25
30
35
40
0% 45
Brake Torque (Nm)

Fig. 26. Comparison in diesel delivery and substitution at 1800 rpm in two fuelling cases.

1.20
0.95 0.87 0.79 0.84 0.74 0.68 0.61 0.56 0.39 0.44 0.49
0.80
0.61 0.51 0.42 0.44 0.54 0.54 0.65
0.75 0.69
0.94
0.40
0.26 0.30 0.35
Diesel
10 15 20 25 30 35
DDF
40 45
0.00 5
Brake Torque (Nm)

100
2303

0.75 1.1
0.95 0.96 0.93 0.91 0.91 0.91 0.92 0.91 0.91 0.90 0.92 0.91
0.9 0.50
0.90 0.89 0.87 0.87 0.87 0.87 0.88 0.88 0.88 0.88 0.89 0.90
0.257
0.277
0.296
0.300 0.310 0.308 0.306 0.285 0.287 0.298
0.303 0.287 0.302
0.7
0.25
0.146
0.222 0.187 0.236 0.199 0.139 0.096 0.160 0.249 0.268
0.291
0.5
f,Diesel
f,DDF
v,Diesel
15 20 25 30 35
v,DDF
40
0.00
10
0.3 45
Brake Torque (Nm)


40
37.4
STEC_Diesel
STEC_DDF
30
25.9 22.4
20
24.5 19.3 16.2
18.1 15.3 14.5 13.4 12.6 12.5 12.1 11.9 12.4 11.9 12.5
10
14.0
13.0
12.2
12.1
11.6
11.8
11.6
0 5 10 15 20 25 30 35 40 45
Brake Torque (Nm)

Fig. 29. Comparison in total energy consumption at 1800 rpm in two fuelling cases.

120 91% 91% 87% 79% 70% 80 67%
100% 90% 80%

63% 93%
70%
59% 56% 54% 50% 41 24 14 16 19 42%
60% 50% 40% 30% 20% 10% 0% 35 40 45
Diesel Injection (Diesel) Diesel Injection (DDF)

40
Diesel Substitution
18 2 20 4 22 7 24 8 27 10 29 12 32
35
38
13 0 1
14 1
16 1
10
15
20
25
30
Brake Torque (Nm)

Fig. 30. Comparison in diesel delivery and diesel substitution at 2000 rpm in two fuelling cases.
2304

1.10
0.95 0.88
0.90
0.73 0.68 0.73 0.77
0.84 0.90 0.82 0.75 0.68 0.62 0.57 0.51 0.46 0.41
0.70
0.53 0.52 0.54 0.56
0.59
0.63
0.50
0.30
0.27 0.30
0.33
0.37
Diesel
15 20 25 30 35
DDF
40 45
0.10
0 5 10
Brake Torque (Nm)


0.55
0.93 0.93 0.93 0.93 0.93 0.93 0.92 0.92 0.94 0.93 0.92 0.90 0.91 0.92 0.93
1.1
0.43
0.91 0.91 0.90 0.89 0.90 0.90 0.88 0.90 0.29 0.28 0.29 0.88 0.89 0.90 0.30 0.29
0.9
0.30 0.30 0.30
0.30
0.21 0.17
0.25
0.26
0.7
0.29 0.29 0.27 0.28 0.28
0.18
0.13 0.17 0.13 0.07 0.10
0.19
0.21
0.22 0.23
0.5
f,Diesel
20 25 30
0.05 0 5
v,Diesel
15 35
f,DDF
40
v,DDF
45
0.3
10
Brake Torque (Nm)

Specific Total Energy Consumption @ 2000 rpm Total Energy Consumption (MJ/kWh)
60
54.0
STEC_Die se l
STEC_DDF
45
35.7 26.7 28.1 20.7 21.0 17.3 14.5 13.7 13.2 12.6 12.6 12.0 12.0 12.0 12.1 12.4 18.9
30
17.3 16.1 15.6
15
13.5
13.0
12.6
12.3 12.7
0 0 5 10 15 20 25 30 35 40 45
Brake Torque (Nm)

2305

120
92% 90% 93% 94% 94% 81%
100%
80% 80
Diesel Injection (Diesel) Diesel Injection (DDF) Diesel Substitution
62% 60%
70%
56% 55% 54% 50% 46% 41% 36 37 19 22
60% 50% 40% 30% 20% 10% 0% 30 35 40
40
15 1 16 1 17 1 19 2 21 4 23 9 24 10 26 11 28 13 30 14
33 16
13
0 0
10
15
20
25
Brake Torque (Nm)

Fig. 34. Comparison in diesel delivery and diesel substitution at 2400 rpm in two fuelling cases.

1.00
0.85 0.90
Fuel Air Equivalent ratio
0.78 0.68 0.70 0.70 0.72 0.73 0.73 0.68 0.63 0.59 0.51 0.55 0.47 0.85 0.80
0.70
0.58 0.49 0.49 0.50 0.52
0.63
0.40
0.32 0.36 0.38
0.43
0.29
Diesel
10 15 20 25 30
DDF
35 40
0.10 0 5
Brake Torque (Nm)


0.45 1.0
0.90 0.89 0.90 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.88 0.87
0.88 0.86 0.86
0.25
0.17 0.14 0.10 0.13
0.86 0.86 0.85 0.86 0.87 0.86 0.86 0.87 0.86 0.29 0.29 0.28 0.28 0.26 0.26 0.25 0.23 0.28 0.27 0.21 0.26 0.24 0.19 0.20 0.21
0.85 0.84 0.29 0.29 0.29 0.28
0.8
0.6
0.16
0.18
f,Diesel
15 20 25
0.05 0
0.06
0.10
v,Diesel
30
f,DDF
35
0.4
v,DDF
0.2 40
10
Brake Torque (Nm)

90%
2306

60
56.2
STEC_Die se l
STEC_DDF
45
37.6
30
27.9 34.4 21.9 25.8 20.2 18.6 18.1 17.0
15
21.1 17.1 15.9 14.7 14.1 13.7
14.8 13.9 13.2 12.8 13.0 12.7 12.6 12.4
12.6 12.6 12.3 12.3
0 0 5 10 15 20 25 30 35 40
Brake Torque (Nm)

180
Lubricant Oil Consumption
Oil consumption (ml/hour)
160 140 120 100 80 60 40 20 0
108
122
135
144
157
166
179
191
206
217
230
Time of Measurement (hour)

Fig. 38. Lube oil consumption in endurance test.
a gas mixer installed resulted in the increase in suction of lube oil to the cylinder since there was no seal at the intake valve stem. The increase in lube oil consumption required higher added amount of lube oil after each test cycle. Lube oil viscosity increased with oil working time. However, after 100 h, it was in an acceptable range. This might be due to a larger amount of oil being added during the test.
Table 10 Oil analysis results Engine working time (h) Lubricant oil change First time 3.86 Iron Chromium Aluminium Silicon Viscosity (100 C) A C 16.41 A C C 33.3 C A A C 61.5 C A A C Second time 78.5 C A A C 100.7 A A C
The factors having high concentration in lube oil are presented in Table 10. It is noted that not all the oil sample results are in that table. From the beginning, the chromium concentration was at an abnormal level (A); second level warning limit. This revealed that the rst and fourth piston ring wear was very high. Iron concentration was at the rst level warning (C) after 33.3 h and at abnormal level (A) after 144 h of the test. Aluminium concentration was at the rst level warning (C) after
243
13
21
33
46
62
70
82
96
Note Third time 121.5 C A A C 144 A A A C 183 A A A C 226.6 A A A C 242.5 A A A C C >25 ppm >1 ppm >4 ppm >15 ppm <12.7 sCt A >40 ppm >2 ppm >6 ppm >25 ppm >13.4 sCt
C: caution (rst level warning limit), A: abnormal (second level warning limit).
2307
Fig. 39. Destruction of piston crown due to high thermal load.
c. The DDF high eciency island moved to higher engine speeds and loads, revealing the eect of a fraction of gaseous fuel occupying the main combustion chamber. d. The DDF mode resulted in lower exhaust gas temperature regardless of engine load and speed, higher cooling water and lube oil temperatures at high loads and high engine speeds. These changes are thought to be due to the shorter combustion period brought about by DDF. A critical area was observed with very relatively high temperatures of lubricant oil and cooling water. e. The endurance test revealed that lube oil consumption was high, at unacceptable levels, due to the increased oil and cooling water temperatures and its suction to the cylinder as a gas mixer was installed. The engine could not withstand the higher thermal load brought by faster DDF burning at the engine speeds and loads proposed for diesel fuel. f. The DDF engine with high diesel substitution should avoided operating at the critical area. For safe engine operation at this area, reduced substitution is needed.
16 h and at abnormal level (A) after about 33 h of the test. Aluminium in the lube oil results from destruction of the piston. Fig. 39 shows the piston picture after the endurance test. Since the engine operated at higher fuel air equivalent ratio and combustion took place in the homogeneous charge, the combustion period might be shorter and combustion temperature might become too high for the piston and ring to withstand. Silicon concentration was always at the rst level warning (C).
Acknowledgements The authors would like to express thanks to the Siam Kubota Industry Co., Ltd. for their supporting this investigation. Thanks are also to Mr. Kritchai Cojchaplayuk in establishing and conducting this experiment. References
[1] Jiang C, Liu T, Zhong J. A study on compressed biogas and its application to the compression ignition dual-fuel engine. Biomass 1989;20:539. [2] Leif G, Pal B, Bengt J, Per S. Reducing CO2 emission by substituting biomass for fossil fuels. Energy 1995;20:1097113. [3] Henham A, Makkar MK. Combustion of simulated biogas in a dual fuel diesel engine. Energy Convers. Mange. 1998;39:20019. [4] Modarres RMR, Karim GA. Examination of the dual-fuel engine performance using low BTU gaseous fuels. In: Proceedings of the 13th international conference on thermal engineering and thermogrammetry, Budapest, Hungari; 2003. [5] Kapur T, Kandpal TC, Garg HP. Electricity generation from rice husk in Indian rice mills: potential and nancial viability. Biomass Bioenergy 1996;10:393403. [6] John GC, Carol RP. Independent power plant using wood waste. Energy Convers Mange 1996;37:12059. [7] Rejeev MJ, Anil KR. Development of a sugarcane leaf gasier for electricity generation. Biomass Bioenergy 1995;8:918. [8] Uma R, Kandpal TC, Kishore VVN. Emission characteristics of an electricity generation system in diesel alone and dual fuel modes. Biomass Bioenergy 2004;27:195203. [9] Vyarawalla F, Parikh PP, Dak HC, Jain BC. Utilisation of biomass for motive power generation gasier engine system. Biomass 1984;5:22742. [10] Parikh PP, Bhave AG, Kapse DV, Shashikantha. Study of thermal and emission performance of small gasier dual-fuel engine systems. Biomass 1989;19:7597.
3. Conclusion An experimental investigation of an unmodied small IDI biogas premixed charge diesel CI dual fuelling engine was conducted with the concern on engine performance, maximizing diesel fuel substitution, energy consumption and long term use. The following results were obtained and concluded. a. Biogas premixed charge diesel dual fuelling for the engine produced almost no performance deterioration at all test speeds. b. The DDF mode produced lower energy conversion eciency, which was oset by large replacement of diesel by biogas that has relatively low cost and is a renewable energy source. The eciency deterioration reduced when engine load increased. At full load, the eciency was comparable with that in diesel fuelling. It is then inferred that at low/medium loads, the DDF engine produced higher UHC and less soot.
2308
P.M. Duc, K. Wattanavichien / Energy Conversion and Management 48 (2007) 22862308 [32] Zhang Y, Liu X, Yang Q, Han X, Cheng C. The studies of an electronically controlled CNG system for dual fuel engines. SAE 2001-01-0145; 2001. [33] Chengji Zuo MY. Operating characteristics and description of a dual fuel engine for dieselNG heavy-duty operation. SAE Paper 1999-013523; 1999. [34] Hountalas DT, Papagiannakis RG. Development of a simulation model for direct injection dual fuel dieselNG engines. SAE 2000-010286; 2000. [35] Abd Alla GH, Soliman HA, Badr OA, Abd Rabbo MF. Eect of pilot fuel quantity on the performance of a dual fuel engine. Energy Convers Mange 2000;41:55972. [36] Shinichi G, Hirohide F, Rafael DD. Dual fuel dieselsel engine using butane. SAE 920690; 1992. [37] Sudhir CV, Desai V, Suresh Kumar Y, Mohanan P. Performance and emission studies on the eect of injection timing and diesel replacement on a 4-S LPGdiesel dual-fuel engine. SAE 2003-01-3087; 2003. [38] William PJ, John BN, Van der Lee A, Lovkov O, Koshin VK, Piatov IS. All electronic dual fuel injection system for the Belarus D-144 diesel engine. SAE 901502, 1990. [39] Dong Jian GX, Li Gesheng, Zhang Xintang. Study on dieselLPG dual fuel engines. SAE Paper 2001-01-3679; 2001. [40] Ishida M, Amimoto N, Tagai T, Sakaguchi D. Eect of EGR and preheating on NG combustion assisted with gasoil in a diesel engine. In: Proceedings of the COMODIA, Nagoya, Japan; 2001. [41] John K, Diana DB. Analysis of knock in a dual-fuel engine. SAE 922367; 1992. [42] Satbir S, Kong S.-C., Rolf DR, Sundar RK, Midki KC. Modeling and experiments of dual-fuel engine combustion and emissions. SAE 2004-01-0092; 2004. [43] Abd-Alla GH, Soliman HA, Badr OA, Abd-Rabbo MF. Eects of diluent admissions and intake air temperature in exhaust gas recirculation on the emissions of an indirect injection dual fuel engine. Energy Convers Mange 2001;42:103345. [44] Kusaka J, Tsuzuki KI, Daisho Y, Saito T.A numerical study on combustion and exhaust gas emissions characteristics of a dual fuel natural gas engine using a multi-dimensional model combined with detailed kinetics. SAE 2002-01-1750; 2002. [45] Selim MYE. Pressure-time characteristics in diesel engine fuelled with natural gas. Renewable Energy 2001;22:47389. [46] Ishida M, Cho JJ, Yasunaga T. Combustion and exhaust emissions of a DI diesel engine operated with dual fuel. In: Proceedings of the FISITA World Automotive Congress, Seoul, Korea; 2000. [47] Ishida M, Tagai T, Ueki H, Sakaguchi D. Ignition and combustion characteristics of methanol mixture in a dual fuel diesel engine. In: Proceedings of the COMODIA, Japan; 2004. [48] Selim MYE. Eect of exhaust gas recirculation on some combustion characteristics of dual fuel engine. Energy Convers Mange 2003;44:70923. [49] Patrick FD. Measurement and data analysis for engineering and science. New York: McGraw-Hill; 2005. [50] Liu Z, Karim GA. Knock in dual fuel engines. In: Proceedings of the COMODIA, Japan; 1994. [51] Nwafor OMI. Knock characteristics of dual-fuel combustion in diesel engines using natural gas as primary fuel. Sadhana Academy Proceedings in Engineering Sciences 2002;27:37582.
[11] Karim GA. A review of combustion processes in the dual fuel engine the gas diesel engine. Progr Energy Combust Sci 1980;6:27785. [12] Selim MYE. Sensitivity of dual fuel engine combustion and knocking limits to gaseous fuel composition. Energy Convers Mange 2004;45:41125. [13] Poonia MP, Ramesh A, Gaur RR. Eect of intake air temperature and pilot fuel quantity on the combustion characteristics of a LPG diesel dual fuel engine. SAE 982455; 1998. [14] Slawomir L. The inuence of regulating parameters of dual fuel compression ignition engine fuelled with LPG on its maximum torque, overall eciency and emission. SAE 2001-01-3264; 2001. [15] Abd Alla GH, Soliman HA, Badr OA, Abd Rabbo MF. Eect of injection timing on the performance of a dual fuel engine. Energy Convers Mange 2002;43:26977. [16] Selim MYE.A study of some combustion characterstics of dual fuel engine using EGR. SAE 2003-01-0766; 2003. [17] Karim GA. Examination of some measures for improving the performance of gas fuelled diesel engines at light load. SAE Trans 1991. [18] Karim GA, Ito K, Abraham M, Jensen L. Examination of the role of formaldehyde in the ignition processes of a dual fuel engine. SAE Trans 1991;100:97582. [19] Wong WY, Clark MK, Stuart RB. Performance and emissions of a NG dual-fueled, indirect injected diesel engine. SAE 911766; 1991. [20] Naber JD, Siebers DL, Di Julio SS, Westbrook CK. Eects of natural gas composition on ignition delay under diesel conditions. Combust Flame 1994;99:192200. [21] Nwafor OMI, Rice G. Combustion characteristics and performance of natural gas in high speed indirect injection diesel engine. Renewable Energy 1994;5:8418. [22] Balasubramanian V, Sridhara K, Ganesan V. Performance evaluation of a small agricultural engine operated on dual fuel NG system. SAE 951777; 1995. [23] Yasuhiro D, Toru Y, Takahisa K, Takeshi S, KiharaEdwin NQ. Combustion and exhaust emissions in a direct-injection diesel engine dual-fueled with natural gas. SAE Paper 950465; 1995. [24] Mtui PL, Hill PG. Ignition delay and combustion duration with natural gas fueling of diesel engines. SAE 961933; 1996. [25] Kusaka J, Daisho Y, Kihara R, Saito T. Combustion and exhaust gas emissions characteristics of a diesel engine dual-fueled with NG. In: Proceedings of the COMODIA, Japan, 1998. [26] Papagiannakis RG, Hountalas DT. Combustion and exhaust emission characteristics of a dual fuel compression ignition engine operated with pilot diesel fuel and natural gas. Energy Convers Mange 2004;45:297187. [27] Gopal G, Srinivasa RP, Gopalakrishnan KV, Murthy BS. Use of hydrogen in dual-fuel engines. Int J Hydrogen Energy 1982;7:26772. [28] Haragopala RB, Shrivastava KN, Bhakta HN. Hydrogen for dual fuel operation. Int J Hydrogen Energy 1983;8:3814. [29] Karim GA. Exhaust emission from dual fuel engines at light load. SAE 932822; 1993. [30] Karim GA, Badr O, Liu B. An examination of the ame spread limits in a dual fuel engine. Appl Therm Eng 1999;19:107180. [31] Karim GA, Wong YK. An analytical examination of the eects of exhaust gas recirculation on the compression ignition process of engines fuelled with gaseous fuels. SAE 961936; 1996.

Experimental investigation of biogas-diesel dual fuel CI engine performance

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Energy Conversion and Management 48 (2007) 22862308 www.elsevier.

Study on biogas premixed charge diesel dual fuelled engine

P.M. Duc, K. Wattanavichien / Energy Conversion and Management 48 (2007) 22862308

P.M. Duc, K. Wattanavichien / Energy Conversion and Management 48 (2007) 22862308

Diesel Fuel Tank

Ambient Temperature, Pressure, Humidity

Temp. Exhaust Gas Current Voltage

Gas Flow Meter

Biogas from main supply system

TEST ENGINE KUBOTA RT 120

Fig. 1. Diagram of test system.

P.M. Duc, K. Wattanavichien / Energy Conversion and Management 48 (2007) 22862308

P.M. Duc, K. Wattanavichien / Energy Conversion and Management 48 (2007) 22862308

Engine Performance @ Full Load

Engine Torque (Nm)

37.54 755 777 754 Torque_Diesel bmep_Diesel

840 790 740

Engine speed (rev/min.)

Specific Diesel Consumption & Substitution

1500 1700 1900 2100 Engine Speed (rev/min)

Brake Total Energy Conversion Efficiency

P.M. Duc, K. Wattanavichien / Energy Conversion and Management 48 (2007) 22862308

Full load Fuel Air Equivalent Ratio

Fuel-Air Equivalent Ratio

Engine speed (rev/min.)

Exhaust Gas Temperature

31% 28% 551 572

Engine speed (rev/min.)

Cooling Water Temperature

110 105 100 95 90 900

Engine speed (rev/min)

Temperature Change (%)

Temperature Change (%)

P.M. Duc, K. Wattanavichien / Energy Conversion and Management 48 (2007) 22862308

Lube Oil Temperature

Toil_Diesel Toil_DDF Change (DDF-Diesel)

1500 1700 1900 2100 Engine Speed (rev/min)

Fig. 8. Lube oil temperatures at full load in two fuelling modes.

Temperature Change (%)

P.M. Duc, K. Wattanavichien / Energy Conversion and Management 48 (2007) 22862308

Diesel Substitution (%)

Fig. 9. Maximum diesel substitution in dual fuelling.

Fuel Air Equivalent Ratio (Diesel Fuelling)

0.75 0.7 0.65 0.6 0.55 0.5 0.45 0.4

Brake Torque (Nm)

1600 1800 2000 Engine speed (rev/min)

Fig. 10. Fuel air equivalent ratio (diesel fuelling).

P.M. Duc, K. Wattanavichien / Energy Conversion and Management 48 (2007) 22862308

Total Fuel Air Equivalent Ratio (Dual Fuelling)

0.85 0.8 0.75

Brake Torque (Nm)

0.65 0.6 0.45 0.5 0.4 0.55 0.5 0.5 0.7

Engine speed (rev/min)

Brake Energy Conversion Efficiency (Diesel)

Fig. 12. Brake energy conversion eciency (diesel fuelling).

P.M. Duc, K. Wattanavichien / Energy Conversion and Management 48 (2007) 22862308

Brake Total Energy Conversion Efficiency (Dual Fuelling)

Brake Torque (N-m)

30 25 20 22 15 10 5 1000 1200 1400 1600 19 16

Engine speed (rev/min)

Specific Diesel Consumption (g/kWh) (Diesel Fuelling)

Brake Torque (Nm)