Flow Analysis of Methane Diesel in Dual Fuel Engine

Flow Analysis of a Dual Fuel engine using Converge CFD for a Diesel-
Methane mixture
A Minor Project work Report Submitted to
The National Institute of Engineering, Mysuru
(An Autonomous Institute under VTU)
In partial fulfillment for the award of degree of

BACHELOR OF ENGINEERING
In
MECHANICAL ENGINEERING
Submitted by
Abhay Rudradev M
4NI16ME188
Kush Pranao
4NI16ME060
Under the guidance of
Anand. A
Assistant Professor
Dept. of Mechanical Engineering
National Institute of Engineering, Mysuru-570008
Department of Mechanical Engineering

The National Institute of Engineering, NIE Mysore - 570008
Flow Analysis of Dual Fuel Engine 2018-2019
Department of Mechanical Engineering

The National Institute of Engineering, NIE Mysuru
(An Autonomous Institute under VTU)
Manandavadi Road, Mysuru-570008
Certificate
This is to certify that the minor project work titled Flow Analysis of a Dual
Fuel engine using Converge CFD for a Diesel-Methane mixture
is a bonafide work carried out by
Name of the Student: ABHAY RUDRADEV USN: 4NI16ME188
Name of the Student: KUSH PRANAO USN: 4NI16ME060
In partial fulfillment of the requirements for the award of degree Bachelor of

Engineering in Mechanical Engineering by the National Institute of
Engineering, during the year 2018-19. This report has been approved in
partial fulfillment for the award of the said degree as per academic
regulations of The National Institute of Engineering (An Autonomous
Institute under VTU)
Mr. Anand A Dr. M.V Achutha

Assistant Professor Professor and Head of Department
Dept of Mechanical Engineering Dept of Mechanical Engineering
National Institute of Engineering, National Institute of Engineering,
Mysore-570008 Mysuru-570008
External Examiners: Signature with date
1.
2.
2
Department of Mechanical Engineering, NIE Mysore
Acknowledgement
Firstly, we would like to express our sincere gratitude to our project guide
Mr. Anand A for letting us explore and excel in our field of interest. His
constant guidance and advice played the pivotal role in the execution of the
report. He was always very informative and supportive in all contexts, his
experience in the field of Analysis was thoroughly reflected and it certainly
was a learning Curve for us and it was because of Anand Sir that we have a
platform in hand to expand our learning to various other domains of
Mechanical Engineering.
We would also like to thank our respected:
Head of Department, Mechanical Engineering, Dr. M.VAchutha,
Principal, NIE Mysore, Dr. G. Ravi
and the department of Mechanical Engineering for giving us this wonderful
opportunity to become budding engineers in the years to come.
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Table of Contents
1. Abstract 5
2. Introduction 6-7
3. Literature Survey 7-8
4. Experimental Setup 9-10
5. Experimental Procedure 10-11
6. Modification in IC Engines working on Gaseous Fuels 11
7.”Normal” Combustion processes in Dual Fuel Engines 11-13
8. Nature and Origin of Knock in Dual Fuel Engines 12-13
9. Lean combustion at light load 14-15
10. Dual fuel engine performance at high load 15-16
11. Operation at low intake temperature 16-18
12. Various Plots obtained using Converge 19-26
13. Crank Test and Simulation Parameters 27-30
14. Conclusion 31-32
15. Results and Discussion 33
16. Biblography 34
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1. ABSTRACT
The influence of diesel enrichment and methane (CH4) blend in a direct injection dual
fuel engine were computationally studied. Numerical results are obtained by using
CONVERGE STUDIO Software. Combustion analysis is presented as pressure and
temperature behaviour as well as heat release. Increasing diesel fraction reduces peak
cylinder pressure but shorten ignition delay. Methane-only presence in diesel mix
increases ignition delay. Similarly, in-cylinder temperature increases with gaseous fuel
presence and directly influenced by methane portion. Highest in-cylinder pressure
and temperature are found with methane-diesel mix at 40% diesel. Heat release
rate (HRR) is highly influence by gas fuel presence. Peak HRR increases with
decreasing diesel fraction but the behaviour is less predictable compared to pressure
and temperature behaviour. Elevated combustion temperature due to increasing
methane percentage in the mixture is proportionally evident. Formation of CO is
mainly dominated by methane content but decreasing methane fraction reduces CO to
the level similar to diesel only operation. Based on the pressure and HRR analysis, it
can be inferred that in all fractions of diesel, the mixture of 40% diesel and 60%
methane yield optimal balance between combustion, resulting cylinder work and
emission characteristics. However, to maintain low combustion temperature, higher
diesel content is preferable in order to gain higher thermal efficiency by avoiding
excessive heat loss.
5
2. INTRODUCTION
The use of alternative gaseous fuels in engines for the production of power has been
increasing worldwide. This has been prompted by the cleaner nature of their combustion
compared with conventional liquid fuels as well as their relative increased availability at
attractive prices. Their use in engines is expected to increase with the ever tightening of
exhaust emission regulations. Diesel engines, with appropriate relatively simple
conversion, can be made to operate on gaseous fuels efficiently. Such engines, which are
called `dual fuel engines', usually have the gaseous fuel mixed with the air in the engine
cylinders, either through direct mixing in the intake manifold with air or through injection
directly into the cylinder. The resulting mixture after compression is then ignited through
the injection of a small amount of diesel fuel (the pilot) in the usual way. These pilots
liquid fuel can auto ignite readily to provide ignition sources for subsequent flame
propagation within the surrounding gaseous fuel mixture. Most current dual fuel engines
are made to operate interchangeably, either on gaseous fuels with diesel pilot ignition or
wholly on liquid fuel injection as a diesel engine. Accordingly, a dual fuel engine tends to
retain most of the positive features of diesel operation. It may even surpass occasionally
those of the diesels, producing higher power outputs and efficiencies. This is achieved
without significant smoke or particulates emission and with reduced NOx production,
while having reduced peak cylinder pressures and quieter operation. On the other hand,
dual fuel operation may produce knocking, particularly with very high power outputs or
raised intake temperatures, even with the knock-resistant fuel, methane. Fortunately, the
knocking region with natural gas, which is mostly made up of methane, is out of most
common operations, unless highly turbocharged engines are used, or the natural gas
composition includes significant concentrations of higher hydrocarbon fuel components.
A notable feature of dual fuel engine operation is its inferior performance at very light
load, especially when using small pilots, manifested by increased specific energy
consumption, cyclic variations and higher emissions of CO and HC relative to the
corresponding diesel operation. These limitations arise primarily from the fact that flames
originating from ignition regions within the pilot envelope cannot propagate fast and far
enough within the time available to consume the entire fuel-lean mixture. Such
performance can be improved through measures such as the use of high enough gaseous
fuel concentrations to permit flame propagation, larger pilots, heating the intake charge,
partial throttling the air component, variable pilot injection timing, optimal stratification
of gaseous fuel admission and lower engine speeds. Successful implementation of such
measures requires knowledge of the limiting concentration of the gaseous fuel in air
beyond which favourable operation begins to be encountered. The dual fuel combustion
system features essentially a homogeneous gas-air mixture compressed rapidly below its
autoignition conditions, and ignited by the injection of pilot liquid fuel near the top dead
centre position. The primary fuel is generally gaseous at atmospheric conditions and
controls the power output. The pilot liquid fuel, which is injected through the conventional
diesel injection equipment, normally contributes only a small fraction (e.g. less than 10%)
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of the maximum power output. Unlike the spark ignited gas engine, which requires an
adequate and uninterrupted gas supply, the dual fuel type is capable of being switched
over entirely too conventional liquid diesel fuel operation whenever desired without
interruption to the power produced. It is expected that the introduction of a cryogenic
liquid fuel such as liquefied hydrogen or LNG into the intake air of an engine would result
in a marked decrease in feed mixture temperature. Moreover, for any application of dual
fuel engines, such as those for mobile power plants or on-site power generation
installations, as well as turbo-charging applications, the intake air temperature is expected
to play an important role whether in hot or cold climates.
Interest in the efficient utilization of gaseous fuel resources for the production of power
using conventional internal combustion engines, has been increasing worldwide in view
of the inevitable declining resources of petroleum and projected limitations on the
availability of refined liquid fuels, particularly those of the right quality. This is in contrast
to statements made that the proven reserves of natural gas are increasing and that there are
potentially enormous reserves of natural gas that can be utilized as fuels in engine
applications. Moreover, there is increased perceived availability of other forms of gaseous
fuels such as liquid petroleum gases, gas fuel mixtures produced from the processing and
upgrading of various fossil fuel resources such as coal, oil sands and shales and from the
processing of organic and vegetable wastes in the form of biogas.
3. LITERATURE SURVEY
Operation of diesel engines on gaseous fuels is neither new nor recent. Subsequently, more
successful commercial applications appear to have been made, mostly for stationary
applications, prior to the war. During the Second World War, some efforts were directed
towards using coal gas mixtures, sewage gas or methane as well as stocks of poor quality
gasoline in the form of gas vapour to run conventional diesel engines for a variety of
applications. After the war interest in these applications fluctuated depending on the
relative cost of such fuels and the extent of competition from other conventional fuels. It
is fair to state that until relatively recently most of these efforts can be described as having
been made on ad hoc bases with relatively little and inadequate basic understanding of the
complex processes involved. The combustion processes in a typical dual fuel engine tend
to be complex showing combinations of the problems encountered both in diesel and spark
ignition engines. There is much room and need for further development to bring about
more effective and trouble free conversions of engines to operate on a wide range of
gaseous fuels. The recent aberration in the world energy pricing picture should not deter
from the long range task and the associated perceived priorities in the whole energy field
in general and alternative gaseous fuels in particular.
The dual fuel engine is a conventional diesel engine of the compression ignition type in
which some of the energy release by combustion comes about from the combustion of a
gaseous fuel while the diesel liquid fuel continues to provide throughout, through timed
cylinder injection, the remaining part of the energy release. The term "dual fuel" should
7
not be confused with hi-fuel applications of spark ignition engines where the liquid fuel is
not combusted simultaneously with the gaseous fuel.
Dual fuel applications can involve one of the following two main procedures:
1. The injection of a small quantity of diesel liquid fuel in a conventional diesel engine in
the normal way so as to provide mainly means for igniting the engine charge, which is
normally a lean mixture of a gaseous fuel in the air. The objective is to maximize the use
of the gaseous fuel component and economize in the relative use of the liquid fuel, which
is termed as the 'pilot'. This approach which has been the normal practice in most dual fuel
engines involving stationary applications tends to represent primarily a fuel substitution
strategy. ii. The addition of some gaseous fuel to the incoming air of a fully operational
diesel engine so as to provide extra fuel loading and hence produce additional power. This
supplementary fuelling which is applied to the diesel engine with little or no alterations to
existing injection equipment tends to have the advantage of being flexible. This has been
the practice in most applications of the dual fuel engine in the transport field. No
supplementary gaseous fuel is usually employed at light load but at above some prescribed
load level, an increasing amount of the supplementary fuel is introduced with the air.
Normally, the maximum allowable fraction of the energy release arising from this is
limited eventually by the onset of "knock". Ideally, there is a need for optimum variation
in the liquid fuel quantity used anytime in relation to the gaseous fuel supply so as to
provide for any specific engine the best in performance over the whole load range desired.
Usually, the main aim, largely due to economic reasons, is to minimize the use of the diesel
fuel and maximize its replacement by the cheaper gaseous fuel throughout the whole load
range. The dual fuel engine is an ideal multifuel engine that can operate effectively on a
wide range of different fuels while maintaining the capacity for operation as a
conventional diesel engine. Normally, the change over from dual fuel to diesel operation
and vice versa, can be made automatically even under load.
Over the years the dual fuel engine has been employed in a very wide range of
applications. Numerous stationary installations were and are being used for power
production, co-generation, compression of gases and pumping duties. In transport, limited
examples of conversions can be seen in trucks both for long as well as short haul duties,
in buses both municipal and for schools, in commercial delivery vans and in taxis. Other
successful applications can be found for marine transport in cargo ships, ferries and fishing
vessels and in some limited traction duties. Some notable agricultural applications on the
farm, involving the operation of machinery and tractors, have also been made. Though
stationary engine applications can utilize the gas supplies conveniently at practically any
pressure, the problem of the portability of the gaseous fuel and the provision of compact
storage facility in mobile applications remain a field of urgent long term particularly in
the transport sector.
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4. THEORITICAL EXPERIMENTAL SETUP
A single cylinder, water-cooled compression ignition engine operating on a four-stroke

cycle was chosen for investigation. Its main specifications were as follows:
Bore 13.716 cm
Stroke 16.51 cm
Compression ratio 10:1
Injection pressure 170 kg cm -2
Injection timing 26 ° b.t.d.c.
Combustion chamber: Open type with a hemispherical bowl in the top of the piston
B.H.P. 5.0
Rated speed 1500 rpm.
Power developed by the engine was measured by connecting it to a hydraulic

dynamometer. Methane from high pressure cylinders was introduced into the intake
manifold at a point close to the intake valve. A non-return valve was provided at the outlet
of the methane cylinder and a flame trap was connected at the upstream side of the point
where methane was introduced into the intake manifold. The flow of methane was
controlled by pressure regulators and needle valves, and was measured by passing it
through calibrated orifice plates, noting the pressure difference caused by them. To
prevent any crankcase explosions due to the possible leakage of hydrogen past the piston
into the crankcase, the crankcase gases were frequently removed by means of diaphragm
pumps. Air flow was determined by accurately measuring the pressure drop across a sharp-
edge orifice of the air surge chamber with the help of a digital micromanometer. The flow
of diesel fuel was measured by metered bulbs. The exhaust gas temperature was measured
by placing a calibrated chromel-alumel thermocouple close to the exhaust value. A water-
cooled piezoelectric pressure transducer was fixed in the cylinder head to record the
pressure variation on the screen of a cathode-ray oscilloscope. Engine exhaust was filtered
and then divided into two channels. One channel was connected to a dual column gas
chromatograph with a flame ionization detector to measure the total hydrocarbon content.
Exhaust gas in the other channel was cooled and dried before being collected in evacuated
sampling bottles. This gas was analysed for nitrogen oxides by a modified Saltzman
method. The schematic diagram of the experimental set-up is as shown in the Fig. below.
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5. Experimental Procedure
 .First of all the water flow for the cooling of engine is turned on and then the engine
is cranked with the handle and started.
 During this testing the two-hole nozzle having two holes for the fuel supply is fitted
in the engine assembly along with the injector. • Then the fuel line in the filled
with the diesel and allowed to stable.
 The knob for the load is set at load 1 and the pressure is set at the high level by
adjusting the pressure adjusting screw on the injector.
 Then the “Converge” software is attached to the engine setup and the start of
reading is done. Combustion Analysis of CI Engine under the Influence of two
different Injecting Nozzles
 The software takes 60 seconds for taking the reading of any specific reading.
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 Then the engine is stopped and the injector bolts are loosened and the nozzle with
two holes is removed from injector and nozzle with single hole is fitted in the
injector and the engine is again started. • The same procedure is followed again for
the single-hole nozzle having the single hole for the fuel.
6. MODIFICATION IN INTERNAL COMBUSTION ENGINES WORKING ON

GASEOUS FUELS
The modification of a spark ignition engine is comparatively easy as the engine is designed
to operate on air/fuel mixture with spark ignition. The basic modification is the provision
of a gas and air mixer instead of the carburettor. The engine control is performed by the
variation of mixture supply, i.e. throttle valve position as has been the case with petrol
fuel. Spark ignition engines converted to natural gas show a power decrease of 15±20%
attributed to a decrease in volumetric efficiency because of the gaseous fuel and the lower
flame speed of air±gas mixture compared with air±gasoline mixtures. This power loss can
be decreased to some extent by utilising the higher compression ratio possible with gas
and advancement in spark timing. In stationary applications this loss of power is less
important as they are mainly run at full load. In dual-fuel diesel engines, the normal diesel
fuel injection system still supplies a certain amount of diesel fuel. The engine however
induces and compresses a mixture of air and gaseous fuel which has been prepared in the
external mixing device. The mixture is then ignited by energy from the combustion of the
diesel fuel sprayed in. The diesel fuel spray is termed as pilot fuel. The amount of diesel
fuel needed for sufficient ignition is between 10±20percent of the amount needed for
operation on diesel alone at normal working loads. It differs with the point of operation
and engine design parameters. Operation of the engine at partial load requires a reduction
of the fuel gas supply by means of a gas control valve. A simultaneous reduction of the air
supply would, however, decrease the quantity induced hence the compression pressure
and the mean effective pressure. This would lead to a drop in power and efficiency. With
drastic reduction the compression conditions might even become too weak to effect self-
ignition. Dual fuel engines should, therefore, not be throttled/controlled on the air side.
7."NORMAL" COMBUSTION PROCESSES IN DUAL FUEL ENGINES
The presence of the gaseous fuel influences the pre-ignition and post-ignition processes in
a complex manner, depending mainly on the fuel used, its concentrations, and operating
conditions. It is noted that the ignition delay of the pilot fuel increases considerably on the
addition of the gaseous fuel, and reduces later with further gas addition, This increase is
far in excess of that caused by the reduction of the partial pressure of oxygen by the
addition of the gaseous fuel or by the reduction in the temperature of the charge at around
the top dead centre position, as a result of the higher overall specific heat of the charge.
The gaseous fuel must participate actively in an unknown manner in the pre-ignition
chemical processes of the pilot fuel, to bring about these variations in the delay. The
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exhaust gas analysis of a dual fuel engine normally indicates that appreciable proportions
of the fuel gas can survive the combustion process when it is fed to the engine at either
well below or above some two limiting concentrations. These limits, which are broadly
identified with the effective flammability limits of the mixture, are a function of both the
fuel and operating conditions used. The lower mixture limit appears to be in reasonable
agreement with extrapolated values of the flammability limits of the fuel- air mixtures up
to engine conditions. This is in contrast to the observation that the apparent rich limit for
ignition failure in a dual fuel engine is very much lower than the accepted higher
flammability limit. This is believed to be due to pilot oil ignition failure, since the power
output just on the brink of failure, though very erratic, is quite high, indicating that
combustion is still proceeding to a considerable degree. Fortunately, in most practical
applications there is no need to operate with excessively rich or ultra lean mixtures. For
idling or low load operation, full diesel operation may be resorted to. Normally, associated
with the low fuel utilization at weak mixtures is a rapid increase in the carbon monoxide
concentration to several times those normally observed in diesel engines for the same load.
However, the exhaust gas smoke density is very much lower, though it still displays an
upward trend with the rise of the CO concentrations can be reasonably suggested, and
ample direct experimental evidence supports this view, that the flame fronts propagating
from the various ignition centres do not extend to all regions of the cylinder but leave some
of the homogeneously dispersed gaseous fuel unchanged. Some partial oxidation products
will be formed in regions at the fringes of the main combustion zone. When the gaseous
fuel concentrations, however, exceed some limiting range, these flame fronts sweep
throughout the mixture with a faster heat release rate and a pressure rise. Further increases
in the mixture strength may eventually lead to combustion knock. Mainly as a result of
this inadequate fuel utilization at very weak mixture concentrations, the specific energy
consumption, based on both the pilot fuel and gas charge, is inferior to that of the "straight
diesel". This, however, improves and may eventually even surpass the diesel values as the
utilization of the fuel becomes more efficient. Normal dual fuel operation with any gaseous
fuel at light load can be improved by extending the lower limit boundary to lower fuel
concentrations. This can be achieved effectively by:
(1) The use of a larger pilot fuel quantity. This will increase the activity of the partial
oxidation reactions by increasing the overall mixture temperature, providing a greater
multiplicity of ignition centres and a larger combustion zone. At high engine loads, the
pilot quantity, however, can be reduced to the lowest amount required to ignite the
mixture, since good fuel utilization is achieved almost independently of the pilot quantity.
(2) The use of the lowest injector nozzle opening pressure associated with satisfactory
engine operation on liquid fuel alone. Advancing the injection timing of the pilot fuel
increases the residence time and the activity of the partial oxidation reactions, and reduces
the lower limit boundary. Retarding the pilot timing at full load extends the mixture
strengths before the onset of knock.
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(3) Preheating of the intake gas-air mixture, which decreases the engine output at nearly
full load, provides higher mixture temperatures than under ambient intake conditions, and
thus decreases the percentage of unreacted gases passing through the engine. Partial
restriction of the air component of the charge, so as to produce an effectively richer
mixture for the same amount of gaseous fuel addition, improves the part load performance
up to a point by increasing the charge mixture strength. However, care should be taken
that pilot ignition is not undermined. Resorting to a judicial combination of preheating
with partial air restriction based on experiment can be, in principle, particularly effective.
8. NATURE AND ORIGIN OF KNOCK IN DUAL FUEL ENGINES
For stable operation, the dual fuel engine feed mixtures lie normally within a narrowing
range, with changes in charge temperature. This working region is bound on one side by
mixtures that produce excessive rates of pressure rise and knock and on the other by
mixtures that produce erratic engine running, and may lead ultimately to ignition failure.
Experimental evidence indicates that the transition from non-knocking to knocking is
sharp, well defined, repeatable, and accompanied by an abrupt change in the shape of the
pressure diagram displaying the characteristic high frequency pressure oscillations, which
was used as a means of detecting the onset of knock. Marked changes in the derived rate
of equivalent "heat release" by combustion from pressure development data can also be
observed. The dominating factors influencing the occurrence of knock are mainly the
nature of the gaseous fuel, the charge temperature, and to a lesser extent the pilot quantity
considerably more power could be obtained at the rich mixture than at the lean mixture
knock limit. The ignition properties of the pilot fuel as indicated by its cetane number has
relatively little effect in determining the onset of knock, compared to that of the ignition
characteristics of the main primary fuel gas as signified by its effective octane rating.
Furthermore, the behaviour of hydrocarbon fuels and their mixtures appears to follow a
similar consistent pattern, which ought to make in principle the task of predicting the
knock limited performance of a certain engine less formidable. It is agreed that the knock
phenomenon observed in the dual fuel engine is of an auto-ignition nature, most probably
of the gaseous mixture in the neighbourhood of the ignition centres. The processes
determining the onsets of knock are essentially similar to the auto ignition of the mixture
under motored or sparks fired conditions modified by the presence of the pilot fuel vapour
and the associated pilot liquid droplets.
It can be shown that for knocking conditions at a fixed pilot quantity, compression ratio,
and speed that: log [power] knock = (A + (B/To))
Where,
A = characteristic power output at a reference condition;
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B = function of operating conditions and the effective overall activation energy of the pre-
ignition reactions of the system used;
To = initial temperature of the mixture just prior to compression.
This relationship for rating the output of dual fuel engines with changes in temperature, at
constant intake pressure, appears to hold well for the gaseous hydrocarbon fuels and their
mixtures employed at constant pilot quantity. Moreover, appropriate adjustments can be
made for a wide range of fixed pilot quantities with methane and butane as engine fuels,
the parameters A and B are basically dependent on the auto-ignition characteristics of the
fuels used and the pilot quantity employed. Attempts to relate these values to the octane
number or the highest useful compression ratio of the fuel in a reciprocating engine and the
pilot quantity appear to be useful and can help in predicting the changes in the knock limit
with changes in the fuel quality. For operation with methane, the above relation is
inadequate. It appears that the power output at knock decreases linearly with an increase in
intake temperature. This behaviour is clearly a manifestation of the fact that the nature of
knock with hydrogen is different from that with hydrocarbon fuels. Most probably,
hydrogen knock is associated with very fast flame propagation rates rather than with an
autoignition phenomenon.
9. LEAN COMBUSTION AT LIGHT LOAD
The autoignition of the injected pilot liquid diesel fuel provides ignition centres for
turbulent flame propagation throughout the lean homogeneous gaseous fuel±air mixture.
Engine performance at light load tends to improve with increased admission of the gaseous
fuel. The extent of the improvement appears to be dependent on the total equivalence ratio
(i.e. based on the pilot and gaseous fuels. It can be seen that there is a limiting equivalence
ratio beyond which the exhaust emissions of the carbon monoxide and the unconverted
methane become virtually unaffected by the pilot quantity. This is indicative of the
equivalence ratio limit for successful flame propagation from the pilot ignition centres.
Broad operational regions may be identified. The first region is associated with extremely
low gaseous fuel admission where the exhaust emissions of carbon monoxide and the
fraction of the methane consumed are very small. In the second region, following an
increased admission of the gaseous fuel, the consumption of the methane and the
production of carbon monoxide begin to increase rapidly with the continued increased
admission of the methane. These limiting values of equivalence ratio can be identified
which may signify the start of significant local partial oxidation, flame initiation and the
spread of propagating flames within the gaseous fuel±air charge, respectively. The complex
chemical and physical interactions that take place to produce these regions require the
consideration of a number of related processes. These would include the preignition
reaction activity of the gaseous fuel±air mixture during compression, the pilot injection
processes and subsequent formation of the flammable envelope, progressive reactions
during the ignition delay of the pilot, formation of ignition centres and subsequent reactions
with the gas±air mixture that may lead to partial or complete flame propagation. When
operating with very fuel lean mixtures at light load most of the energy release comes from
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the combustion of the pilot and the gaseous fuel entrained within its envelope as well as
adjacent reacting zones where high temperature may evolve. The contribution of the bulk
surrounding lean gaseous fuel±air mixture to the energy release remains small. For less
lean mixtures, the concentration of the gaseous fuel may become sufficiently high to permit
flame propagation throughout the entire charge within the time available to contribute
significantly at a more gradual rate to the overall energy release. Generally, the oxidation
of a fuel such as methane proceeds sequentially via the formation of formaldehyde followed
by carbon monoxide and the subsequent conversion to carbon dioxide and water vapour.
For sufficiently fuel rich mixtures yield high temperatures, good conversion of the
methane±air mixture to completion takes place with little carbon monoxide and
unconverted methane appearing in the exhaust. For less rich mixtures producing on
combustion moderately high temperatures, a substantial amount of the carbon monoxide
produced cannot be converted in the time available to carbon dioxide. However, for
sufficiently lean mixtures, the charge temperature may be so low that no significant
reactions proceed, leaving the bulk of the methane unconverted and producing insignificant
amounts of carbon monoxide in the exhaust. Schematic variations of the unconverted
methane and carbon monoxide concentrations in the exhaust with total equivalence ratios
showing the different operational regions.
10. DUAL FUEL ENGINE PERFORMANCE AT THE HIGH LOAD REGION
At very light load, diesel operation is superior to that of the dual fuel producing slightly
more power output for the same amount of total fuel induced. When relatively higher
fuelling rates are employed, the improvement in diesel operation I s reduced and may even
begin to deteriorate because of the longer injection and combustion times relative to
gaseous fuel applications where very significant increases in power can be obtained, the
output then can be well beyond that of the conventional diesel. Methane may tend to
produce slightly less power than propane which produces less power than hydrogen
because of the faster burning rates of the latter. However, it would be possible to produce
ultimately higher power outputs with methane because of the lower likelihood of the onset
of knock with methane.
The brake specific energy consumption, being a measure of how much total energy is
required to produce one unit of useful work. It can be seen that beyond half load, the
efficiency of dual fuel operation improves sufficiently to surpass later that of the
corresponding diesel. It can be clearly seen then, that operation with methane is superior to
that of the diesel at high load. Moreover, as far as exhaust emissions are concerned, oxides
of nitrogen from diesel engines tend to increase almost linearly with the amount of fuel
being used. However, with the addition of natural gas, the production of oxides of nitrogen
can be delayed significantly. Increasing the relative amount of diesel fuel injection to that
of methane, more oxides of nitrogen will be produced indicating the need for using a very
small amount of pilot fuel to reduce the oxides of nitrogen emissions. The presence of
diluents with the natural gas though will reduce relatively the power output; it will suppress
significantly the production of oxides of nitrogen and may influence adversely the specific
15
energy consumption. Moreover, the presence of some hydrocarbon fuels such as gasoline
vapour with the methane will improve the power output as well as the specific energy
consumption if such fuels are added in relatively small quantities. Should significant
proportions of the fuel induced be made up ·Of gasoline vapour, then an increase in the
specific energy consumption will be encountered as well as the maximum power that can
be produced without mechanical problems and the onset of knock will be severely limited.
This is mainly due to the fact that the gasoline vapour, being more reactive than methane,
will undergo various pre-ignition reactions during the compression process so that the
energy released cannot be utilized usefully, as well as making the mixture more prone to
autoignition prematurely bringing a limit to the ultimate useful output of the engine then.
This is a common problem associated with certain natural gases that contain significant
concentrations of higher hydrocarbons. The peak cylinder pressure is reduced considerably
with the gaseous fuel addition, contributing towards quieter engine running than that of the
diesel. Similarly, the corresponding rate of pressure rise is much lower. This is a very
definite advantage for dual fuel operation in relation to that of the diesel, particularly where
l ow temperatures are concerned.
11. OPERATION AT LOW INTAKE TEMPERATURE

In the early stages of induction and compression, heat is transferred from the walls to the
air, while at the later stages the process of heat transfer is reversed. Lowering the intake
temperature, whether through liquid fuel addition or cold operation, extends the initial
period of heat transfer from the hot cylinder walls to the cold charge. Hence, an increase in
the effective polytropic exponent of compression is expected while operating at cold intake
air conditions. But the major effect is a considerable drop in the temperature at the end of
compression, due to the relatively lower temperatures at the start of compression stroke.
Accordingly, the lower compression temperature will have a detrimental effect on fuel
vapourization in the first part of the delay period and the diffusion of lighter components
of fuel into air and the pre-ignition chemical activities are relatively delayed. The chemical
component of the ignition delay will thus be markedly increased. Moreover, it can be shown
that the flame temperature drops considerably with lowering the temperature of the
reactants. Thermodynamic calculations, involving as an example the combustion of
methane and air, show that the flame temperature, with a lower temperature of reactants, is
not affected as severely in the case of stoichiometric or rich fuel-air ratios as that with lean
mixtures. Due to the higher degree of heterogeneity of fuel-air ratios pre- valent in the
combustion chamber of the diesel engine, fuel-lean regions will be affected significantly,
while rich mixture zones are expected to show only a moderate effect. Thus, the very poor
fuel utilization observed with lean mixtures and low loads.
One important observation was that lowering of the intake mixture temperature showed an
alarming effect in delaying the ignition of pilot fuel in air with small gaseous
concentrations. Small pilot quantities which were sufficient to ignite the mixture at room
temperature resulted in total ignition failure at low load operation with relatively cold intake
temperature. However, operation at high loads with the same pilot quantity could be
sustained satisfactorily. Experimental findings showed that the induction of comparable
concentrations of inert gases could not inhibit the pilot ignition to the magnitudes produced
16
by inducting other combustible gases. The inhibiting effect is not purely the result of a
physical phenomenon such as a reduced partial pressure of oxygen in the mixture or a
reduced compression temperature due to the higher heat capacities of the charge, when
some gaseous fuels are induced in the intake. Moreover, if the effect was supposed to be
dominated by physical effects, the increased concentrations of gaseous fuels in air should
have shown behaviour contrary to what is observed. The highly individual response of
engine performance with each gas implies that the effect is mainly the outcome of chemical
effects during the period. The lowering of the intake temperature has a deteriorating effect
on the poor combustion efficiency associated with leaner mixtures. In addition to the
increased amount of chilling due to the cold intake temperature, part of the reason for
decreased combustion efficiency is due to a narrowing of the effective lower flammability
limit. Only a small quantity of the gaseous fuel in the vicinity of ignition loci takes part in
the combustion, resulting in' partial oxidation products and unburnt gaseous fuel
appearing in the exhaust. However, at richer mixtures close to the effective lean
flammability limit, the intake temperature does not appear to undermine the fuel utilization
as much, chiefly because of the increased possibility of flame travel to each corner of the
combustion chamber and as a result lesser unburnt fuel and partial oxidation products can
survive to the exhaust stage. Increasing the pilot quantity, apart from widening the
flammability limits due to the increased energy released, will spread the combustion zone
to bigger regions of the gaseous fuel. However, flammable mixtures have a better tendency
with smaller pilots to surpass the diesel performance. The effect of lowering intake
temperatures is favourable to avoid dual fuel knock, up to a considerable loading of the
engine, as can be calculated from experimentally derived empirical relations between
knock limited power and intake temperature, and discussed earlier The increase in CO
concentration, observed while small quantities of hydrocarbon gases were inducted in the
intake air, indicates that it is the direct result of quenching going on in the oxidation
reactions of over-lean gas-air mixtures surrounding ignition foci. Due to delayed ignition
at these fuel-air ratios, the exhaust stroke further chills the reactions considerably. The CO
concentration continues to increase as more and more gaseous fuel is added to the
combustion chamber, till the effective flammability limit is within reach. Increased chances
of flame propagation tend to achieve completeness of the oxidation processes. Lowering
the intake temperature has a detrimental effect on the completeness of oxidation reactions.
Compression and flame temperatures are reduced, leading to a reduction in the further
oxidation of CO. Moreover, the effect of cold intake temperature in extending the delay
period deep into the expansion stroke has a further chilling effect on these reactions.
However, when the mixture ratio is within the flammable range, the flame travels to most
parts of the combustion chamber and the intake temperature does not seem to affect the
extent of CO survival. As observed throughout experimentally, increasing the pilot fuel
with gaseous fuel operation has a definite advantage in reducing this partial oxidation
product. The role of increased pilot quantity can be seen from the fact that it increases the
number of ignition nuclei and results in a larger volume of combustion activity in the gas-
air charge. A substantial increase in the heat released from the pilot also adds to the
effective heat release rate 9 and tends to increase the temperature prevailing before
subsequent combustion. However, flammable mixtures do not depend much on the
magnitude of the pilot to produce less CO in the exhaust. The formation of oxides of
nitrogen is favoured in general by the increased oxygen concentration in presence of higher
17
temperatures. Therefore, at lean fuel-air ratios when oxygen is available in abundance, the
effect of temperature is expected to predominate. A slight decrease in the combustion
temperature is thus expected with lean dual fuel operation, because of extending the delay
period more and more into the expansion stroke. Consequently, a decrease in NOx
concentration was detectable for low fuel-air ratios. With further enriching of the gas-air
ratio, NOx concentration increases with a decreased rate compared to diesel operation, until
the effective flammability limit is reached. The induction of gaseous fuels in the air reduces
the formation of locally over- rich mixtures as found in straight diesel operation. Once the
flammable limit is reached, the oxides of nitrogen increase with a steeper rate mainly
because of uniform availability of oxygen and increased overall temperature due to flame
travel. At high loads, NOx concentrations may even exceed well past the values observed
in diesel operation because of the increased premixed nature of the combustion, an o
unburnt hydrocarbons from the combustion of lean mixtures in dual fuel engines are
reduced by all the factors discussed for improving the part load efficiency and reducing
partial oxidation products. A decreased intake temperature lets more gaseous fuel escape
combustion. The role of quenching due to decreased cycle temperatures is evident.
However, as the fuel-air ratio reaches the effective flammable requirements, the intake
temperature does not seem to affect much the extent of quenching of the reaction. Due to
increased volumes of intense combustion and relatively increased temperatures due to
bigger pilot quantities, an enormous decrease in the fractions of gaseous fuel escaping
combustion is achieved. Dual fuel operation with any gaseous fuel proved to be a potential
way of reducing black smoke for operation at any intake temperature. The main reason for
a better combustion is probably the unlikelihood of locally fuel-rich mixtures with gaseous
fuels, as encountered in diesel operation at high loads. Moreover, gaseous fuels such as
methane and propane, being the lower members in the paraffinic family, have little or no
tendency of pyrolysis to liberate soot. The addition of hydrogen fuel eliminates the presence
of carbon in the exhaust, altogether. The potential of increased power output beyond the
smoke-limited values in a diesel engine through dual fuel operation is controlled by the
limitations of knocking. However, colder intake temperatures have the tendency to
eliminate knocking altogether• Thus, dual fuel operation at cold intake temperatures ap-
pears to be a very useful tool in bettering the power rating of diesel engine limited by sooty
exhaust. Other methods of smoke reduction such as fumigation of auxiliary fuels or adding
fuel additives, reported in the literature, suffer from power loss due to pre-reactions or
resulting in another family of pollutants originating from them.
18
12. Various Plots Obtained using Converge
1. Pressure vs Crank Angle (theta)
Figure 1
Figure 1 shows Pressure – Crank Angle (P-θ) graph for low load including all the injection
pressures. From graph we can conclude that the pressure created by the combustion for all
the injection pressure is same for two-hole nozzle whereas different at all the injection
pressure for single-hole nozzle. The pressure created by the combustion is at peak level of
50 bars for all injection pressure in two-hole nozzle, while in single-hole nozzle also peak
of 50 bars for low injection pressure only.
From graph we can conclude that the pressure created by the combustion for all the
injection pressure is same for two-hole nozzle and also same for all the injection pressure
for single-hole nozzle. The pressure created by the combustion is at peak level of 2.6 bars
for all injection pressure in two-hole nozzle, and for single-hole nozzle also peak of 2.5
bars for all injection pressure.
19
2. Pressure vs Volume
Figure 2
Figure 2 shows Pressure – Volume (P-V) graph the graph for low load including all the
injection pressures. From graph we can conclude the changes in volume & pressure in the
system by the combustion for all the injection pressure is same for two-hole nozzle and it
varies at all injection pressure for single-hole nozzle. The volume at various pressure
created by the combustion is at peak level of 2.6 bar for all injection pressure in two-hole
nozzle, and for single-hole nozzle also peak of 2.5 bar for low injection pressure and peak
at 2.45 bar for high and medium injection pressure.
From graph we can conclude the changes in volume & pressure in the system by the
combustion for all the injection pressure is same for two-hole nozzle and it varies for at
various injection pressure for single-hole nozzle. The volume at various pressure created
by the combustion is at peak level of 2.6 bar for all pressure in two-hole nozzle, and for
single-hole nozzle also peak of 2.65 bar for high injection pressure.
20
3. Pressure vs Minimum Temperature
Figure 3
Figure 3 shows Pressure – Minimum Temperature (P-Tmin) graph for low load including
all the injection pressures. From graph we can conclude that the pressure created by the
combustion for all the injection pressure is same for two-hole nozzle whereas different at
all the injection pressure for single-hole nozzle. The pressure created by the combustion is
at peak level of 2.6 bars for all injection pressure in two-hole nozzle, while in single-hole
nozzle also peak of 2.55 bars for low injection pressure only.
From graph we can conclude the changes in temperature & pressure in the system by the
various injection pressure for single-hole nozzle. The temperature at various pressure
created by the combustion is at peak level of 2.6 bar for all pressure in two-hole nozzle,
and for single-hole nozzle also peak of 2.65 bar for high injection pressure.
21
4. Pressure vs Maximum Temperature
Figure 4
Figure 4 shows Pressure –Maximum Temperature (P-Tmax) graph for low load including
all the injection pressures. From graph we can conclude that the pressure created by the
22
5. Pressure vs Mean Temperature
Figure 5
Figure 5 shows Pressure –Mean Temperature (P-Tmean) graph for low load including all
the injection pressures. From graph we can conclude that the pressure created by the
23
6. Pressure vs Heat Release Rate
Figure 6
The start of combustion is determined by the start of fuel injection and the ignition delay.
The start of injection is usually defined as the moment when the injection needle has lifted
a specified distance from its seat. Practically, the start of combustion is regarded as the
moment when the heat release rate becomes zero or when the accumulated heat release
rate reaches a minimum, or approximately as the moment when the first-order time
derivative of the cylinder pressure trace reaches a minimum after the start of injection.
The in-cylinder pressure and heat release rate data for the split injection strategies are
depicted in Figure 6. The peak in-cylinder pressure increased as the first injection timing
was further retarded. Although improved fuel evaporation was expected closer to TDC, the
trend observed was mainly attributed to the inconsistency in the total injected fuel quantity
as illustrated in Figure 6.
24
7. Pressure vs Time
The above figure indicates cylinder pressure (bar) vs time (sec). We observe a characteristic
graph where in the pressure initially increases with respect to time and reaches a peak value
at a corresponding pressure of 3 bars approximately. The pressure comes done at a uniform
rate and tends to zero at about 0.02 sec.
For the engine to operate efficiently, the air and fuel mixture must enter the cylinder at the
correct time. This means that the intake and the exhaust valves must be opened and closed
at the correct times. Also the ignition must be times in order to ensure smooth operation of
combustion inside the cylinder.
The timing of the ignition can change with speed and load, if the process is correctly timed,
maximum power will be obtained in converting chemical energy into mechanical energy.
25
8. Pressure vs Time Rate
The above figure indicates cylinder pressure (bar) vs time rate (sec). We observe a
characteristic graph where in the pressure initially increases none linearly with respect to
time and reaches a peak value at a corresponding pressure of 3 bars approximately. The
pressure comes done at a non-uniform rate and tends to zero at about 0.02 sec.
For the engine to operate efficiently, the air and fuel mixture must enter the cylinder at the
correct time. This means that the intake and the exhaust valves must be opened and closed
at the correct times. Also the ignition must be times in order to ensure smooth operation of
combustion inside the cylinder.
The timing of the ignition can change with speed and load, if the process is correctly timed,
maximum power will be obtained in converting chemical energy into mechanical energy.
13. CRANK TEST PARAMETERS
26
IC Engine Physical Parameters
27
PARCEL SIMULATION
We have taken a mixture of diesel and Methane in our mixture in the ratio of 40%
methane to 60% diesel. We have altered the above ratio by changing the mole fraction of
the above fuels.
We have further edited other parameters such as the viscosity and density of methane
under different operating conditions. We can add up to “n” number of liquids in our
simulation to obtain desired test parameters.
28
SIMULATION PARAMETERS
The start time of the crank has been kept at 0 degrees and the end time has been kept as 720
degrees. The time step selection is basically used to fasten the simulation process and obtain
results in a shorter time. We have various different time steps to select from.
We have to process the CFL Limit according to the complexity of the simulation process
and obtain results accordingly.
29
PHYSICAL MODEL
They are used to represent the properties of different models as per the requirement of the
analyst. We have three different physical models in converge which can be employed to
obtain the simulation results of any IC Engine.
The Three types of modelling are:
1. Spray Modelling
2. Combustion Modelling
3. Turbulence Modelling
Grid Control
We can control the grid and mesh size in converge by the grid control option.
We have Base Grid through which we can control the three dimensions of the physical
model i.e the dx, dy and dz coordinates.
30
14. CONCLUSION
Combustion data is presented in this study for 60% diesel and methane 40% fuel mixture
and a dual fuel engine at different engine speeds, loads, pilot injection timing and different
pilot fuel mass. The combustion noise is represented by the maximum rate of pressure rise
during combustion. From the experiments and results presented here, the following
conclusions may be drawn:
1. The combustion decreased with increasing the engine speed for the diesel and the dual
fuel engine. Also at all engine speeds the dual fuel engine produced a higher pressure rise
rate (dP/dq) than that for 100% diesel
2. At constant engine speed, increasing the load did not affect the combustion much for the
diesel engine. However, for the dual fuel engine increasing the load resulted in severe
increase in combustion noise, which was much higher than those for the 100% diesel case.
3. The maximum rate of pressure rise for the diesel engine occurred before TDC, while for
the dual fuel engine it occurred at a later crank angle, after TDC.
4. For the dual fuel engine, at constant engine speed, the maximum cylinder pressure is
higher than that for the 100% diesel case, at all loads.
5. Increase in diesel fuel injection advance results in an increase in the combustion. Also it
is higher for the dual fuel engine than for 100% diesel.
6. For the dual fuel engine, increasing the mass of pilot fuel mass injected, results in a
decrease in combustion noise up to certain value then it starts again to increase. For the
engine torque, it is increased with increasing the pilot fuel mass. At a specific pilot fuel
mass, the maximum pressure rise rate as well as the maximum pressure was minimum, and
they increased at other amounts.
7. Generally the dual fuel engine exhibited higher rate of pressure rise as compared to the
100% diesel engine.
8. This investigation establishes that methane can be utilized in compression ignition
engines operating on a dual fuel principle. Such an operation improves the thermal
efficiency when the engines operate near full load. It results in lower exhaust temperature
leading to longer life of components such as the exhaust valve.
9. An increase in the energy content of the flammable mixture increases the flame speed
until the air is completely utilized. Further increase of fuel quantity decreases the flame
speed. When the energy content remains constant, the effect of increasing the proportion
of methane in methane-air mixtures is to increase the flame propagation velocity.
10. Knocking in the engine limits the proportion of energy input that can be supplied
through methane. The occurrence of knocking in this type of methane-diesel fuel operation
may be due to either the auto-ignition of methane or increased rapid rates of pressure rise.
31
Effect of engine load

● The dual-fuel engine performance decreases at part load conditions.
There is a minor reduction in power output and higher BSFC for the
engines.
● Lower peak cylinder pressure is for a dual-fuel engine compared to the
normal diesel engine at a given load condition, which is encouraging
since no danger exists for the engine structure.
Pressure rise rate (dP/du) increases with increase in load and is
Always higher than that of diesel fuel case.
● Combustion duration is longer compared to diesel operation at low
load.
● Lower NOx and drastic decrease in soot emissions with all gaseous
fuels. But, at all load conditions, CO and HC emissions are considerably
high compared to the diesel case.
Effect of engine speed

● Thermal efﬁciency improves with increasing engine speed. Slightly
higher equivalence ratios for a given speed condition of dual-fuel
engines.
● Maximum combustion pressure is slightly higher than the diesel
fuelling level at constant engine speed.
● Pressure rise rate decreases with increase in engine speed and is
higher than that for diesel case.
Effect of mass of pilot fuel inducted
● There is an improvement in thermal efﬁciency and torque output by

increasing the amount of pilot fuel.
● Increasing the pilot fuel mass results in higher maximum combustion
pressure but reduced maximum pressure rise rate.
● Early knocking with increase in the amount of pilot fuel at high loads.
● Increasing the pilot fuel and reducing primary fuel reduces the
knocking phenomena.
Effect of engine compression ratio
● Knock starts earlier when a high compression ratio is used.

● Increasing the compression ratio generally increases the combustion
noise.
15. RESULTS AND DISCUSSION
32
Adding diesel to methane-air mixtures caused the flame speed, maximum pressure and rate
of pressure rise to increase. In this figure, various parameters are plotted against the weight
ratio of the diesel injected to the oxygen available for diesel combustion in the hydrogen-
air mixture. The increase in flame speed observed when small quantities of diesel were
injected can be attributed to the increase in energy input as the later series of tests proved
when large quantities of diesel were added. However, the flame speed showed a decreasing
trend as not all the diesel injected burns due to lack of air. This view was supported by the
steady value of maximum pressure and the rate of pressure rise when the quantity of
injected diesel was increased beyond a certain limit. The results of tests conducted with
varying proportions of methane-diesel-air mixtures maintaining constant energy content
are presented. It can be seen that the effect of increasing the proportion of methane in the
mixture is to increase the flame propagation velocities. The rate of pressure rise increased
with the proportion of hydrogen in the mixture confirming the view that methane addition
to hydrocarbon-air mixtures results in faster energy release. Maximum pressure remained
fairly constant as the energy input to the mixture was essentially the same. Any variation
observed may be due to experimental errors.
16. BIBLOGRAPHY
33
[1] S.H. Turner, C.S. Weaver, Dual fuel natural gas/diesel engines: technology,
performance and emissions. Gas Research Institute Technical Report no. 94/0094, 1994.
[2] M.A. Elliot, R.E. Davis, Dual fuel combustion in diesel engines, Ind. Engng Chem. 43
(1951) 2854±2863.
[3] G.A. Karim, The dual fuel engine. In: R.L. Evans (Eds.), Automotive Engine
Alternatives, Plenum Press, New York, 1987.
[4] Nwafor OMI. Effect of choice of pilot fuel on the performance of

natural gas in diesel engines. Renewable Energy 2000; 21(3/4):495–504.
[5] Nwafor OMI. Effect of advanced injection timing on the performance

of natural gas in diesel engine. Sadhana 2000; 25(1):11–20.
[6] Henham A, Makkar MK. Combustion of simulated biogas in a dual-

fuel diesel engine. Energy Conversion and Management 1998; 39(16–
18):2001–9.
[7] B. Haragopala Rao and V. Singh, A modified Saltzman method to determine nitrogen
oxides in diesel engine exhaust gas. J. Inst. Public Health Engrs (India) 4, 27 (1977).
[8] Anderson, A.C., Chen, T.N. and Hutchins, W.T., "The Development and Application
of Design Criteria for Precombustion Chambers on Natural Gas Fueled Engines",
A.S.M.E., Paper No. 84-DGP-1.
[9]Antonucci, G. and Zandona, L., "Heavy-Duty Dual-Fuel Diesel Engines for Smoke
Reduction in City Bus Service", Automotive Engineering Congress, SAE Paper No.
740121, Feb. 1974.
[10]Bonvecchiato, Gustavo and Magistris, Pietro, "The Italian Experience", published in

METHANE Fuel for the Future, Plenum Press, New York, pp. 223-244, 1982.
[11]Brinson, 1. "High Performance Gas Burning Engines", Paper Bl, 7th Int. Congress on
Combustion Engines, 603, (CIMAC), London 1965.
34

Flow Analysis of Methane Diesel in Dual Fuel Engine

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Flow Analysis of a Dual Fuel engine using Converge CFD for a Diesel-

In partial fulfillment for the award of degree of

Department of Mechanical Engineering

Department of Mechanical Engineering

Name of the Student: KUSH PRANAO USN: 4NI16ME060

In partial fulfillment of the requirements for the award of degree Bachelor of

Mr. Anand A Dr. M.V Achutha

4. THEORITICAL EXPERIMENTAL SETUP

A single cylinder, water-cooled compression ignition engine operating on a four-stroke

Compression ratio 10:1

Injection pressure 170 kg cm -2

Injection timing 26 ° b.t.d.c.

Rated speed 1500 rpm.

Power developed by the engine was measured by connecting it to a hydraulic

6. MODIFICATION IN INTERNAL COMBUSTION ENGINES WORKING ON

7."NORMAL" COMBUSTION PROCESSES IN DUAL FUEL ENGINES

8. NATURE AND ORIGIN OF KNOCK IN DUAL FUEL ENGINES

A = characteristic power output at a reference condition;

9. LEAN COMBUSTION AT LIGHT LOAD

10. DUAL FUEL ENGINE PERFORMANCE AT THE HIGH LOAD REGION

11. OPERATION AT LOW INTAKE TEMPERATURE

12. Various Plots Obtained using Converge

1. Pressure vs Crank Angle (theta)

3. Pressure vs Minimum Temperature

4. Pressure vs Maximum Temperature

5. Pressure vs Mean Temperature

6. Pressure vs Heat Release Rate

8. Pressure vs Time Rate

IC Engine Physical Parameters

Effect of engine load

Effect of engine speed

Effect of mass of pilot fuel inducted

● There is an improvement in thermal efﬁciency and torque output by

Effect of engine compression ratio

● Knock starts earlier when a high compression ratio is used.

15. RESULTS AND DISCUSSION

[4] Nwafor OMI. Effect of choice of pilot fuel on the performance of

[5] Nwafor OMI. Effect of advanced injection timing on the performance

[6] Henham A, Makkar MK. Combustion of simulated biogas in a dual-

[10]Bonvecchiato, Gustavo and Magistris, Pietro, "The Italian Experience", published in

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