Fuel xxx (2017) xxxxxx

Contents lists available at ScienceDirect

Fuel
journal homepage: www.elsevier.com/locate/fuel

Full Length Article

Time and frequency analyses of dual-fuel engine block vibration

Farag K. Omar a, Mohamed Y.E. Selim a,, Samir A. Emam b
a
Department of Mechanical Engineering, United Arab Emirates University, P.O. Box 15551, Al-Ain, United Arab Emirates
b
Department of Mechanical Engineering, American University of Sharjah, P.O. Box 26666, Sharjah, UAE, On leave from Faculty of Engineering, Zagazig University, Zagazig, Egypt

a r t i c l e i n f o a b s t r a c t

Article history: A single-point time, frequency experimental analyses have been carried out to scrutinize the engine-
Received 22 December 2016 block vibration of a LPG-diesel, dual-fuel engine. A liquefied petroleum gas (LPG) has been used as the
Received in revised form 8 May 2017 main fuel in a diesel engine where diesel fuel has been used as a pilot fuel to ignite the gaseous fuel.
Accepted 9 May 2017
The results of the dual-fuel engine vibrations are compared to the vibrations of base diesel engine as a
Available online xxxx
benchmark. The engine cylinder head vibration has been measured at different engine operating condi-
tions of load, speed, injection timing and compressions ratio. Fast-Fourier-Transform (FFT), Short Time
Keywords:
Fourier Transform (STFT) and root mean square of vibration signal have been calculated for the vibration
Dual fuel engine
Diesel engine
signal for both engines. It has been found that the dual-fuel engine exhibits less vibration than the diesel
Vibration engine. Results show that the vibration of dual-fuel engine is distributed over a narrow range of frequen-
Fast Fourier Transform cies compared with diesel engine. These results of low vibrational levels for the dual-fuel engines, as
Liquefied petroleum gas compared with the diesel engines under similar operating conditions, would encourage us to further
investigate the potential of using dual-fuel engines for better environmental and mechanical
performance.
2017 Published by Elsevier Ltd.

1. Introduction
Engine vibration is critical to the overall engine performance
[1], engine life and passengers comfort [2]. Engine vibration is usu-
ally transmitted through engine mounts, chassis, seat surfaces,
backrests, and floor to passengers and cause human whole-body
vibration. Most whole-body vibration exposures are associated
with transportation where vehicle drivers or passengers are
exposed to mechanical disturbances and impacts while traveling.
Whole-body vibration can affect comfort, performance, and health,
depending on the magnitude, waveform, and exposure times. Peo-
ple are most sensitive to whole-body vibration within the fre-
quency range of 120 Hz, although many measurements include
higher frequencies [2]. Motion sickness is concerned with frequen-
cies below 1 Hz, while whole-body vibration is concerned with fre-
quencies from about 1 to 100 Hz, and hand-transmitted vibration
is associated with frequencies from about 81000 Hz. Vehicle
engine vibrations are exhibited in all directions with some varia-
tions depending on number of cylinders, cylinder configuration,
ignition order, balancing technology, type of engine supports and
engine operating conditions such as speed, load, injection timing
of fuel and spark timing [1].
Corresponding author.
E-mail address: mohamed.selim@uaeu.ac.ae (M.Y.E. Selim).
Vibration and noise analyses have been used in many ways to
improve engine operation. Borg et al. [3] have managed to reduce
gasoline engine noise by about 5 dB using a direct injection scheme
and by separating the high pressure pump and pipes noise and
vibration from the main engine vibration during engine idling con-
ditions. The application of short time Fourier transform (STFT) to
measured vibrational acceleration of gasoline engine is found to
identify clearly events such as valve impact, injector-pulses and
engine knocking [4]. Diesel engine vibration signal is also used to
diagnose some faults in diesel engines when compared to refer-
ence values [5]. Diesel engine vibration is analyzed by classical
Fourier analysis and time-frequency analysis to define the degree
of correlation between in-cylinder pressure and vibration signals
of a diesel engine [6]. Carlucci et al. [7] have used time-
frequency analysis of block vibration to study the effect of injection
timing and pressure on the block vibration. It has been proved that
injection pressure and the injected fuel mount affect the vibration
signals in a non-clear manner but the relation between the com-
bustion development in diesel engine, the injection system and
the block vibration is evident [78]. It has been also shown that
the oscillating performance of the inner-cylinder gas excitation is
the main excitation to diesel engine vibration. However, the
mechanical and fluid impacts inside the engine form the high-
frequency excitations [9]. Hafidi et al. have measured diesel engine
vibration at the engine and powertrain mounts [10]. Their

http://dx.doi.org/10.1016/j.fuel.2017.05.034
0016-2361/ 2017 Published by Elsevier Ltd.

Please cite this article in press as: Omar FK et al. Time and frequency analyses of dual-fuel engine block vibration. Fuel (2017), http://dx.doi.org/10.1016/j.
fuel.2017.05.034
2 F.K. Omar et al. / Fuel xxx (2017) xxxxxx
Nomenclature
BMEP Brake mean effective pressure, kPa
LPG Liquefied petroleum gas
FFT Fast Fourier Transform
STFT Short Time Fourier Transform
RMS Root mean square value
RPM Engine speed
BDC/TDC Bottom/top dead centers
six-cylinder engine is attached to the frame through three resilient
mounts. It is shown that the third harmonic (3 times the frequency
of engine rotation) is dominant in all studied cases.
Vibration of diesel engine when some biodiesel fuels are used
[1112] have been also investigated and compared to diesel
engines. Vibration analyses are performed for a diesel engine using
biodiesel, derived from canola and soybean, and pure diesel fuel
[11]. The vibration signals are collected at the front of the engine
and in three orthogonal directions. The vibration levels signifi-
cantly varied with the fuel blends. Statistical analysis showed that
blend of 20% and 40% of biodiesel have the lowest vibration levels
compared to pure diesel and all other blend percentages. It is also
concluded that for different engine speeds, vibration is always con-
sistent with power-torque curve. The FFT frequency range of 1
2000 Hz was used to monitor the diesel engine vibration for both
diesel and methyl ester of pungamia oil. It has been shown that
the overall vibration of the engine is reduced with the biofuel.
[12]. Some researchers have found that adding Hydrogen of about
10% mass has reduced the combustion noise and engine vibration
measured in a diesel engine [1,13]. However, Szwaja has found that
reducing the combustion rate is a good means to reduce the com-
bustion noise and vibration in a spark ignition engine that uses
hydrogen as the main fuel [14].
One of the current alternative gaseous fuels for diesel engines is
the natural gas or liquefied petroleum gas LPG. The use of natural
gas and other gaseous fuels in diesel engines has been used for long
time due to their economic and environmental benefits. Engine
performance (torque, power, and fuel consumption) and reliability
of the dual-fuel engines are comparable to that of the diesel engi-
nes [15]. Dual-fuel engines use gaseous fuel admitted in the intake
of the engine as the main fuel while liquid diesel fuel is used as a
pilot fuel injected normally in very low quantity. Many previous
works have been carried out to investigate the performance,
exhaust emissions and engine noise of dual-fuel engines. However,
the vibration analysis of such dual-fuel engines using natural gas
or other gaseous fuels is not available, to the best of the authors
knowledge. One of the most critical parameters in the engine
design and use is the engine block vibration especially when the
gaseous fuel is used. Vibration stemmed from combustion of gas-
eous fuel inside the combustion chambers of the engine is of great
importance and interest as this affects the engine and vehicle over-
all performance and reliability. It also affects the passengers com-
fort when such engines get in use in vehicles.
The objective of this study is to carry out a vibration analysis of
dual-fuel internal combustion engines. The acceleration of the
engine block is measured and analyzed. The time-frequency anal-
ysis of the acceleration signal is accomplished by calculating the
Fast Fourier Transform (FFT) or Short-Time Fourier Transform STFT.
It also includes the root mean square of vibration amplitudes for
the whole range of frequencies available. This work presents the
time-frequency vibration analysis of a dual-fuel engine running
on LPG as the main fuel and liquid diesel fuel as the pilot fuel
and compares that engine to pure diesel fuel case. The engine oper-
ating and design parameters such as load speed, liquid fuel injec-
Please cite this article in press as: Omar FK et al. Time and frequency analyses of dual-fuel engine block vibration. Fuel (2017), http://dx.doi.org/10.1016/j.
fuel.2017.05.034
N Engine speed, rev/s
IT Liquid fuel injection timing, degrees BTDC
IVO/IVC Intake valve opening/closure
EVO/EVC Exhaust valve opening/closure
IDI Indirect injection diesel engine
CR Engine compression ratio
tion timing, and compression ratio are varied and their effects on
the resulting vibrations are investigated. It has been found out that
the dual-fuel engine exhibits less vibration than the diesel engine.
It has been found also that the vibration of dual-fuel engine is dis-
tributed over a narrow range of frequencies compared with diesel
engine. Detailed discussion of the measured vibrations over a wide
range of frequencies and operating conditions is presented.
2. Experimental testing
The research engine used in the present study is the Ricardo E6
single-cylinder variable-compression indirect-injection diesel
engine. The specifications of the engine are listed in Table 1. The
engine cylinder head has a Ricardo Comet Mk V compression swirl
combustion chamber. This type of combustion system consists of
two parts. The swirl chamber in the head has a top half of spherical
form and the lower half is a truncated cone, which communicates
with the cylinder by means of a narrow passage or throat. The sec-
ond part consists of special cavities cut into the crown of the pis-
ton. The engine is loaded by an electrical dynamometer rated at
22 kW and 420 V.
The engine is fully equipped with measurements of all operat-
ing parameters, combustion pressure, crank angle, and vibrational
acceleration of the cylinder head. The pressure time history is mea-
sured by a water-cooled piezoelectric pressure transducer and
crankshaft angle sensor connected to relevant amplifiers. The liq-
uid fuel flow rate is measured digitally by a multi-function
microprocessor-based fuel system, Compuflow System. The vibra-
tional acceleration is measured using an ICP (Integrated Circuit
Piezoelectric) accelerometer PCB 352A60 which has a good band-
width from 5 Hz to 60 kHz. The accelerometer is then connected
to an ICP sensor signal conditioner PCB 442C04. The signal condi-
tioner has a built in circuit to remove DC component in the accel-
eration signal. Pressure, crank angle and acceleration signals are
then connected to a data acquisition system which stores sensory
data for further offline analysis. The data acquisition system
includes a low pass filter to avoid aliasing, data acquisition card
NI USB-6215 and a personal computer. A Labview code is written
to view and store data. In addition, other engine parameters such
as fuel flow rate, engine speed, load torque, and air, coolant, oil
and exhaust temperatures are recorded for each experiment run.
Table 1
Engine specifications.
Model Ricardo E6 Diesel Version
Type IDI with the pre-combustion chamber
Number of cylinders 1
Bore
stroke (mm) 76.2
111.1
Cycle 4-stroke
Compression ratio Variable; up to 22
Maximum power (kW) 9, naturally aspirated
Maximum speed (RPM) 3000
Injection timing Variable; 2045 BTDC
 F.K. Omar et al. / Fuel xxx (2017) xxxxxx 3

Pressure and vibration data are then processed offline using The engine load, which is varied from 0.5 to 15 Nm (BMEP of
Matlab software to compute the pressure rise rate around the 12.5 kPa to 372 kPa)
combustion event and to analyze the frequency content of the The fuel injection timing, which is varied from 20 to 45 BTDC
vibration signal for each engine cycle. Fig. 1 shows a photo of used The engine compression ratio, which is varied at three levels of
engine and Fig. 2 shows a schematic diagram of the experimental 18, 20 and 22.
setup. The valve timing events for the engine used is shown in
Fig. 3. The analyses is based on the use of FFT, STFT, and the
RMS of the collected vibration signal. For a discrete signal
3. Procedure xn where n 0; 1; . . . ; N  1, and N is the number of samples,
the FFT of the signal can be computed using the discrete Fourier
Experiments have been carried out after running the engine for transform as
some time until it reaches steady state with oil temperature at
X
N1
50 5 C and cooling water temperature at 70 5 C. The experi- Xk xnei2npk=N
ments have been carried out for two sets of tests. The first set is n0
the pure diesel as a single fuel and the second set is dual fuel
combustion of LPG as a main fuel and a pilot diesel fuel, where where k 0; 1; . . . ; N  1. The STFT of the same signal x(n) is given
the pilot fuel ignites the surrounding gaseous air mixture. All by
experiments were carried out in knocking free operation. The X
1

results are presented for the following engine parameters for Fk; m xnWk  nei2pmn=N
n1
the two cases:
where W(n) is the window function and m is the discrete frequency
The engine speed, which is varied from 18 to 32 RPS (1080 to variable. The root-mean-square square (RMS) value of an N-
1920 RPM) element vector x is defined as

Fig. 1. A real photo of the Ricardo engine used in the experiments.

Accelerometer
Fuel injection Exhaust Signal
conditioning

Air intake Charge Data acquisition system

Engine block Pressure amplifier (LP filter, A/D and Labview)
sensor

Amplifier

Crank angle
signal

Fig. 2. A schematic diagram of the setup used in the experiments.

Please cite this article in press as: Omar FK et al. Time and frequency analyses of dual-fuel engine block vibration. Fuel (2017), http://dx.doi.org/10.1016/j.
fuel.2017.05.034
4 F.K. Omar et al. / Fuel xxx (2017) xxxxxx

EVC IVC EVO IVO

12 ATDC 48 ABDC Injection 60 BBDC 8 BTDC

TDC BDC TDC BDC TDC

0 180 360 540 720

Intake Compression Expansion Exhaust
Fig. 3. Valve timing for the used Ricardo E6 research engine.

p
RMS jjxjj= N
where jjxjj is the Euclidean length of the vector x defined as
v
u N
uX
jjxjj t xn2
n0
4. Results and discussion
As presented in the preceding section, the vibration signal mea-
sured as the acceleration of the engine block at a single point is the
key parameter to compare the vibrations of a diesel engine and a
dual-fuel engine. Fig. 4 illustrates the acceleration signal of one
cycle for diesel fuel and dual fuel at the shown operating condi-
tions. The combustion events and valve opening/closure are clearly
visible in the vibration signal. Fig. 5 a depicts the combustion pres-
sure signal along with the pressure rise rate and Fig. 5 b shows the
heat release rate for both fuels, for the same engine operating con-
ditions of Fig. 4. The only parameter changed between the two
cases shown, is the type of fuel used. For the diesel fuel case, the
fuel is pure diesel, whereas for the dual fuel case the fuel is mainly
(90% of the input energy) liquefied petroleum gas (50% propane
and 50% butane) and injected with diesel (10% of the total energy
input). The vibration signature of the dual fuel case, as shown in
Fig. 4, shows a considerable increase in amplitude with fast decay-
ing during the combustion event and as compared with the diesel
fuel case. This is found coincide with the heat release rate curve
shapes shown in Fig. 5 b. Another consequent change resulted from
changing the fuel (i.e. from reducing the liquid diesel and increas-
ing the gaseous fuel) is the reduction of the mass of fuel injected
that is delivered to the injection pump plunger and injector. This
may have contributed to the change in the vibration signature.
The pressure rise rate shown for the two typical cases is shown
to have increased for the dual fuel case. This may be postulated
to the existence of LPG gas and its combustion by the diesel pilot
fuel (small amount of diesel) with increased heat released rate
due to more homogenous pre-mixed fuel gasair mixture in this
case; see Fig. 5b, causing the pressure rise rate to increase. For die-
sel fuel case, the maximum heat release rate is about 0.024 kJ/
degree and does not decay fast but stays positive for longer time,
whereas for dual fuel case the maximum heat release is about
0.029 kJ/degree and drops faster than the diesel case. This is also
evident from vibration signal as the vibration event took less time
for dual fuel case than for diesel one showing the increased speed
of the combustion for the gaseous fuel.
Fig. 6 illustrates the FFT spectrum of the vibration signals of
Fig. 4 and considering a range of frequency up to 25000 Hz, while
Fig. 7 shows the STFT of the same vibration signals. It is quite clear
that the dual fuel case vibration is rather concentrated at 15 kHz
but the vibrations resulted from diesel case are more spread across
a wide range of frequencies and have high components at low

Vibrational acceleration for Diesel fuel case

Acceleration [m/s2]

20

-20

0 100 200 300 400 500 600 700

Crank angle [degrees]

Vibrational acceleration for dual fuel case

Acceleration [m/s2]

20

-20

0 100 200 300 400 500 600 700

Crank angle [degrees]

Fig. 4. Time domain signal of vibration acceleration of the diesel and dual-fuel engines; load = 8 Nm, speed = 1200 RPM, IT = 35 BTDC, CR = 22.

Please cite this article in press as: Omar FK et al. Time and frequency analyses of dual-fuel engine block vibration. Fuel (2017), http://dx.doi.org/10.1016/j.
fuel.2017.05.034
 F.K. Omar et al. / Fuel xxx (2017) xxxxxx 5

(a)

(b)

Fig. 5. a Combustion pressure and pressure rise rate signals for diesel and dual-fuel engines; Load = 8 Nm, N = 1200 RPM, IT = 35 BTDC, CR = 22. b Heat release rate for diesel
and dual-fuel engines; Load = 8 Nm, N = 1200 RPM, IT = 35 BTDC, CR = 22.

frequency range. Fig. 7 gives more insight into the vibrational
behavior of the engine for both fuel cases. Most of the vibration
components of the dual fuel case are concentrated around the
combustion event and localized at high frequency of 15 kHz. How-
ever, the low frequency components of the diesel fuel case are
spread across the engine cycle with concentration at the combus-
tion event. The overall analysis indicates that the dual fuel com-
bustion excites less vibrational modes of the engine which of
course would be less annoying for the user and could have less
damaging effect on the engine.

Please cite this article in press as: Omar FK et al. Time and frequency analyses of dual-fuel engine block vibration. Fuel (2017), http://dx.doi.org/10.1016/j.
fuel.2017.05.034
6 F.K. Omar et al. / Fuel xxx (2017) xxxxxx

Diesel

Amplitude
0.4

0.2

0
0 0.5 1 1.5 2 2.5
4
Frequency [Hz] x 10

Dual Fuel
Amplitude

0.4

0.2

0
0 0.5 1 1.5 2 2.5
4
Frequency [Hz] x 10

Fig. 6. Spectra of the vibrational acceleration signals (m/s2) of the diesel and dual fuel engines; load = 8 Nm, speed = 1200 RPM, IT = 35 BTDC, CR = 22.

Fig. 7. Short time frequency analysis of the vibration signals of diesel and dual fuel engines; Load = 8 Nm, N = 1200 RPM, IT = 35 BTDC, CR = 22.

Please cite this article in press as: Omar FK et al. Time and frequency analyses of dual-fuel engine block vibration. Fuel (2017), http://dx.doi.org/10.1016/j.
fuel.2017.05.034
 F.K. Omar et al. / Fuel xxx (2017) xxxxxx 7

Since the low frequency components are those which con- up to 5000 Hz. Fig. 8 illustrates the FFT spectrum for the same
tribute most to noise and discomfort for human around the engine, vibration signals of Fig. 4 while Fig. 9 shows the STFT of same sig-
the frequency analysis is compared for a lower frequency range of nals. The vibration signal of the diesel case has two prominent fre-

Diesel

Amplitude

0.4

0.2

0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Frequency [Hz]

Dual Fuel
Amplitude

0.4

0.2

0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Frequency [Hz]
Fig. 8. 5 kHz spectrum of the vibration signals of the diesel and dual-fuel engines; Load = 8 Nm, N = 1200 RPM, IT = 35 BTDC, CR = 22.

Fig. 9. 5 kHz short time frequency analysis of the vibration signals of diesel and dual fuel engines; Load = 8 Nm, N = 1200 RPM, IT = 35 BTDC, CR = 22.

Please cite this article in press as: Omar FK et al. Time and frequency analyses of dual-fuel engine block vibration. Fuel (2017), http://dx.doi.org/10.1016/j.
fuel.2017.05.034
8 F.K. Omar et al. / Fuel xxx (2017) xxxxxx

Diesel

0.5

0.4

Amplitude
0.3

0.2

0.1

0
0 50 100 150 200 250 300 350 400 450 500
Frequency [Hz]

Dual Fuel
0.03

0.025

0.02
Amplitude

0.015

0.01

0.005

0
0 50 100 150 200 250 300 350 400 450 500
Frequency [Hz]

Fig. 10. 500 Hz spectrum of the vibration signals of the diesel and dual-fuel engines; Load = 8 Nm, N = 1200 RPM, IT = 35 BTDC, CR = 22.

Fig. 11. 500 Hz short time frequency analysis of the vibration signals of diesel and dual fuel engines; Load = 8 Nm, N = 1200 RPM, IT = 35 BTDC, CR = 22.

Please cite this article in press as: Omar FK et al. Time and frequency analyses of dual-fuel engine block vibration. Fuel (2017), http://dx.doi.org/10.1016/j.
fuel.2017.05.034
 F.K. Omar et al. / Fuel xxx (2017) xxxxxx 9

quency localizations one at around 4500 Hz and another one below
500 Hz. The STFT graph of Fig. 9 confirms that these vibrations are
mainly due to combustion events of the diesel case.
Figs. 10 and 11 are similar to Figs. 8 and 9 respectively, but with
concentration on the lower range of up to 500 Hz. This range is of
particular importance for human comfort and health. Both Figures
confirm that the diesel fuel case vibration is very high in this range
compared to the dual fuel case. This confirms that the dual fuel
case would be very comfortable and less annoying for passengers
or users around the engine.
Fig. 12 (a through d) illustrate the effect of engine conditions on
root mean square value of vibration acceleration for the two fuels.
Fig. 12-a gives the effect of the liquid diesel fuel injection timing on
the RMS value for both cases (pure diesel fuel and dual fuel). It is
apparent from the figure that using the gaseous fuel as the main
fuel has reduced the RMS vibration for most of the cases tested.
As mentioned above, the reduction in the vibration RMS (or all
amplitudes) for the dual fuel case may be postulated to the fast
and smooth combustion of the dual fuel case. As shown in Fig. 3,
for dual fuel case, the gaseous fuel air mixture entered together
during intake stroke surrounds the combustible diesel fuel flam-
mable zone which produces many smaller flames ignites the gas-
eous mixture smoothly. This smooth combustion of the LPG fuel
may have resulted in the vibration reduction. This is advantageous
for the dual-fuel engine case as the use of gaseous fuels in diesel
engines has become a common practice which would help in
reducing gaseous exhaust emissions produced from diesel engines.
Similar but more obvious results may be seen in Fig. 12-b through

(a) (b)

(c) (d)

Fig. 12. Effect of engine conditions on RMS value of vibration acceleration. (a) Diesel fuel injection timing effect: Load = 8 Nm, N = 1200 RPM, CR = 22. (b) Engine output load
effect: N = 1200 RPM, IT = 35 BTDC, CR = 22. (c) Engine speed effect: Load = 8 Nm, IT = 35 BTDC, CR = 22. (d) Engine compression ratio effect: Load = 8 Nm, N = 1200 RPM,
IT = 35 BTDC.

Please cite this article in press as: Omar FK et al. Time and frequency analyses of dual-fuel engine block vibration. Fuel (2017), http://dx.doi.org/10.1016/j.
fuel.2017.05.034
10 F.K. Omar et al. / Fuel xxx (2017) xxxxxx
d. These figures show the vibration RMS for different engine condi-
tions e.g. loads (in 12-b), speed (in 12-c) and engine compression
ratio (in 12-d). It is evident that using the dual fuel case has
resulted in the reduction of the vibration RMS for the engine. It
should be noted here that the common values of the vibration
RMS are not exactly the same among these tests because there
are variations in the environmental conditions. However, the data
for each chart is produced for the same environmental and engine
operational conditions. Comparing the two fuel cases and for the
common conditions, the vibration RMS is reduced from 1.6 to
1.4 m/s2 at injection timing of 35 degrees BTDC, where it dropped
from 1.7 to 0.8 m/s2 for engine load of 9 Nm. It also dropped from
1.4 to 1.2 m/s2 for engine speed of 20 rev/s and from 1.45 to 1 m/s2
for engine compression ratio of 22. For other engine operating con-
dition the vibration generally drops. Any reduction in the vibration
RMS would mean the engine is performing better for the vibration
which means it would live longer with more comfort to the pas-
sengers of the vehicles if used in a vehicle.
5. Conclusions
The engine-block vibration of a dual-fuel engine is experimen-
tally investigated and compared to pure diesel engine. A liquefied
petroleum gas (LPG) is used as the main fuel in a diesel engine and
diesel fuel is used as a pilot fuel. The engine cylinder head vibration
is measured at different engine operating conditions of load, speed,
injection timing and compressions ratio. The measured signal is
presented in time and frequency domains. The fast Fourier trans-
form FFT is analyzed for the signal of both engines and it is found
that the vibration RMS for the dual-fuel engine is lower than that of
a diesel engine. Moreover, the vibration of dual-fuel engine is dis-
tributed over a narrow range of frequencies compared with diesel
engine. The dual-fuel engine generally exhibited lower vibration at
most of the engine operating conditions.
Please cite this article in press as: Omar FK et al. Time and frequency analyses of dual-fuel engine block vibration. Fuel (2017), http://dx.doi.org/10.1016/j.
fuel.2017.05.034
References
[1] Wongchai Boonthum, Visuwan Porranat, Chuepeng Sathaporn. The vibration
analysis of diesel engine with hydrogen-diesel dual fuel. Am J Appl Sci 2013;10
(1):814. ISSN: 15469239.
[2] Mansfield Niel J. Human response to vibration. CRC Press; 2005. Published in
the Taylor & Francis e-Library.
[3] Borg Jonathan, Watanabe Atsushi, Tokuo Kenichiro. Mitigation of noise and
vibration in the high-pressure fuel system of a gasoline direct injection engine,
Transport Res Arena Europe 2012. Proc Soc Behav Sci 2012;48:31708.
[4] Vulli S, Dunne JF, Potenza R, Richardson D, King P. Time-frequency analysis of
single-point engine-block vibration measurements for multiple excitation-
event identification. J Sound Vib 2009;321:112943.
[5] Arroyo Jorge, Muoz Mariano, Moreno Francisco, Bernal Nuria, Monn Carlos.
Diagnostic method based on the analysis of the vibration and acoustic
emission energy for emergency diesel generators in nuclear plants. Appl
Acoust 2013;74:5028.
[6] Carlucci AP, Chiara FF, Laforgia D. Analysis of the relation between injection
parameter variation and block vibration of an internal combustion diesel
engine. J Sound Vib 2006;295:14164.
[7] Carlucci AP, Chiara FF, Laforgia D, Block Vibration as a way of monitoring the
combustion evolution in a direct injection diesel engine, 2006 SAE World
Congress, Detroit, Michigan, April 36, 2006, SAP Paper 2006-01-1532.
[8] Charles P, Sinha Jyoti K, Gu F, Lidstone L, Ball AD. Detecting the crankshaft
torsional vibration of diesel engines for combustion related diagnosis. J Sound
Vib 2009;321:117185.
[9] Geng Zunmin, Chen Jin, Barry Hull J. Analysis of engine vibration and design of
an applicable diagnosing approach. Int J Mech Sci 2003;45:1391410.
[10] El Hafidi Ali, Martin Bruno, Loredo Alexandre, Jego Eric. Vibration reduction on
city buses: determination of optimal position of engine mounts. Mech Syst
Signal Process 2010;24:2198209.
[11] Taghizadeh-Alisaraei Ahmad, Ghobadian Barat, Tavakoli-Hashjin Teymour,
Saeid Mohtasebi Seyed. Vibration analysis of a diesel engine using biodiesel
and petrodiesel fuel blends. Fuel 2012;102:41422.
[12] Murugesan C, Umarani R, Subramanian N. Nedunchezhian, Bio-diesel as an
alternative fuel for diesel enginesA review. Renew Sustain Energy Rev
2009;13:65362.
[13] Anh Nguyen Tuan, Mikami Masato. Effect of hydrogen addition to intake air on
combustion noise from a diesel engine. Int J Hydrogen Energy
2013;38:415362.
[14] Szwaja Stanislaw. Knock and combustion rate interaction in a hydrogen
fuelled combustion engine. J KONES Powertrain Transport 2011;18(3).
[15] Paul Norton, Demonstration of Caterpillar C-10 Dual-Fuel Engines in MCI
102DL3 Commuter Buses, National Renewable Energy Laboratory Report,
California Energy Commission, January 2000  NREL/SR-540-26758, Available
electronically at http://www.doe.gov/bridge.