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Diesel to Dual Fuel Conversion Process Development

Article  in  International Journal of Engineering & Technology · July 2018

DOI: 10.14419/ijet.v7i3.6.15121

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 International Journal of Engineering & Technology, 7 (3.6) (2018) 306-310

International Journal of Engineering & Technology

Website: www.sciencepubco.com/index.php/IJET

Research paper

Diesel to Dual Fuel Conversion Process Development

Kompalli Bhavani1*, Sivanesan Murugesan2
1
PG Scholar, Department Of Mechanical Engineering, Amrita School Of Engineering, Amrita Vishwa Vidyapeetham, Coimbatore, India.
2
Assistant Professor, Department Of Mechanical Engineering, Amrita School Of Engineering, Amrita Vishwa Vidyapeetham,
*Corresponding Author E-Mail:[email protected]

Abstract

This paper aims to develop a process for conversion of Diesel Engine for Dual Fuel operation which is basically designed to reduce the
economic costs and pollutant Emissions. The increasing cost of Diesel Fuel leads to the necessity of an Alternate fuel, i.e Compressed
Natural gas (CNG). In this research a 16 cylinder, 50.25liter, Turbocharged After cooler V-shaped Engine is used for the conversion into
Dual Fuel Engine. Dual fuel engine can be operated on both Diesel and CNG modes simultaneously. In this Engine the Air and CNG are
mixed in required ratios in an Air- Gas mixer and the mixture is injected into the Combustion chamber. As Gaseous fuel CNG cannot
self-ignite itself because of its high Auto ignition temperature a required amount of Diesel is injected into the Combustion Chamber at
the end of compression stroke for ignition purpose which is known as Secondary fuel or a PILOT FUEL. This paper tries to show the
process development of converting Diesel Engine for dual fuel operation on multiple platforms.

Keywords: CNG, conversion kit, pilot fuel, process development.

engine to Dual fuel engine in 2014. The main objective of this

paper is to enable dual fuel engine performance with respect to
1. Introduction fuel-air equivalence ratio and diesel substitution limits. Mainly
these charts are useful for gas interchangeability which is a major
The Gaseous fuel (Compressed natural gas) is mixed with air in issue. Also inferred that the maximum air standard temperature is
the mixer before the turbocharger and allowed it to pass through obtained by dual fuel air standard cycle and LFL has been
the intake valve. As Natural gas has high auto ignition temperature obtained through the relation between LFL, R and Fuel- air
of about 580°C it can’t ignite itself in the compression stroke. So, equivalence ratio.
a secondary fuel, Diesel (also called PILOT Fuel) is injected for Jie Liu et al.[4]worked on effects of pilot quantity on the
the ignition purpose. The Gaseous fuel CNG is lighter than air and emissions characteristics of a CNG/Diesel dual fuel engine with
it is cheaper than Diesel. The conversion process doesnot optimized pilot injection timing in 2013. It is inferred that using
requireinternal modifications to the engine. It includes only the dual fuel CO emissions are higher than diesel operation at high
external modifications which helps for conversion. If there is a loads which are caused by flame quenching of lean premixed
shortage or leakage in gaseous fuel the provided kit helps the natural gas- air mixture. Nox emissions are reduced by 30% when
engine to run on Diesel mode by switching OFF the Dual Fuel compared to diesel mode due to low combustion temperature. At
operation. low and medium loads, the unburned HC emissions are higher
Abhay Tiwari[1] has worked on Converting a Diesel engine to than in diesel mode. PM increased with the increase of pilot fuel
Dual-fuel engine using Natural gas in 2015. The main objective of quantity and are considerably lower in dual fuel operation than
this paper is to convert a diesel engine to dual fuel engine with Diesel operation.
CNG as an alternate fuel which will reduce the global warming
and Cost. An overview of chemical compositions of Diesel,
Gasoline and Natural gas is described to understand the properties 2. Modifications in the Demu Engine
of CNG. It is inferred that fumigation is the simplest principle to
use CNG in conversion and the emission characteristics is low A. Modifications in the DEMU Engine
compared to other technologies and also by using suitable ECU
system the dual fuel CI engine performs well. The Existing engine in general is a Diesel Engine. While in the
Saket verma et al.[2] has worked on a comparative exergetic Conversion of Diesel to Dual Fuel mode; the Engine compartment
performance and emission analysis of pilot diesel dual-fuel engine is modified in to four Cabins which are as follows:
with biogas, CNG and hydrogen as main fuels in 2017. It is 1) Motorman Cabin
inferred that IT’s required to give highest efficiency or lowest 2) Engine Cabin
emissions varied with the type of main fuel and also the engine 3) LTA Installation system
loads. At low load condition, CNG-DF increases when compared 4) Gas Train system
to other alternate fuels used whereas at high load condition, H2-
DF increases. It is also inferred that the low load performance can B. Layout of DEMU Engine in Diesel Mode
be improved with IT advance.
Avinash kolekar [3]has worked on Development and validation of The figure A shows the layout of a Locomotive engine in Diesel
power performance prediction chart for conversion of Diesel mode which includes the operation of the engine only with the
Copyright © 2018 Authors. This is an open access article distributed under the Creative Commons Attribution License, which permits
unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.
International Journal of Engineering & Technology 307

Diesel fuel. The passenger compartment remains same in the LTA installation system consists of:
Diesel operation. 1) LTA Radiator
2) LTA Core lines

Gas Train System

The Gas train system consists of around 40 Gas cascade cylinders

of capacity 3000 liters. The passenger compartment is modified
for Gas cascades mounting. Gas train is a safety system which
helps in reducing the gas pressure. The Gas lines are passed in to
the Engine cabin through the Gas cabin which is passed through
inside and above the cabins.
The Gas Train system consists of:
1) Gas Cascades
2) Gas lines
Fig. A: Layout of DEMU engine in diesel mode 3) Pressure filters
4) Gas Actuator
C. Layout of DEMU Engine in Dual Fuel Mode 5) Slam shut off valve
6) Pressure regulator

3. Properties of Diesel and CNG

Table I: Properties of Compressed Natural Gas and Diesel Fuels
S.NO Properties CNG Diesel
1. Chemical formula CH4 C2H6
2. Density(kg/m^3) 0.7-.9 820
3. State Gas Liquid
4. Cetane number 0 40-55
5. Lower heating value(MJ/kg) 38-50 42.31
6. Octane Number 120-130 15-25
7. Boiling point(ºC) -162 140-360
8. Auto-ignition temperature(ºC) 540 210
9. Stiochiometric A/F ratio 17.19:1 14.5:1
Fig. B: Layout of DEMU engine in dual fuel mode 10. Carbon content (Wt. %) 73.3 87
11. Hydrogen content (Wt. %) 23.9 13
The figure B shows the layout of Locomotive Engine in dual fuel 12. Oxygen content (Wt. %) 0.4 0
mode after the conversion. Here the passenger compartment is
also modified by replacing it with the gas train system. Each cabin
operation is explained in detail below: 4. Engine Specifications and Duty Cycle of
DEMU Engine
Motorman Cabin
A. Engine Specifications
Motorman cabin is a driver’s cabin where the notches, Dual Fuel
controller, Brake controller, Speed controllers and checks the Table II: Engine Specifications
Safety alarm systems if any damage are controlled. S.NO Description Configuration
1. Engine Configuration 60º, V-shape
Engine Cabin 2. Engine Aspiration Turbocharged After cooler
3. Application Locomotive
The Existing engine in this cabin which is on Diesel mode is 4. Displacement 50.25 lit
converted into dual fuel mode with external modifications. As the 5. Cylinder block 16 cylinder
temperature inside the Engine cabin is more, for safety 6. No. of Notches 8
requirement Air ducts are provided around the Engine for cooling 7. Rated power 1400hp
8. Maximum speed 1800 rpm
purpose.
9. Bore x stroke 159x159 mm
The Engine Cabin room consists of main components like:
1) Engine
2) Alternator B. Duty Cycle of DEMU Engine
3) Air ducts around the Engine
4) Air Filters There are 8 notches involved in the Locomotive Engine which is
5) Gas + Air Mixer ducts allowed to maintain the speed from 750(min.) to 1800 (max.) rpm.
6) LTA Core lines 1) 1st notch- Only Diesel (at 750 rpm). Because of excess
7) Alternator supply to compartment THC (Total hydrocarbons) produced there is no
substitution of Diesel with gas.
2) 2nd notch- (1000 rpm) % Gas throttle opening
LTA Installation System
3) 3rd-5th notches-(1200- 1400 rpm) Total thermal energy
balance is excess in Dual fuel mode than in Diesel mode
LTA means Low temperature after cooler which is used to
4) 6th notch- (1500 rpm) % Gas throttle opening.
maintain intake manifold temperatures in the Engine. LTA system
is separately installed in a small cabin from where the LTA core 5) 7th notch- (1650 rpm) Due to high Peak cylinder
lines are passed through the Engine cabin. Though there are many pressures the gas mode is OFF and fully operated in
Diesel mode.
services provided for cooling purpose there will be some more
6) 8th notch- (1800 rpm) Due to high Peak cylinder
heat generated by the Engine in running condition. So for cooling
purpose this LTA system is used. pressures and turbine inlet temperatures the gas mode is
OFF and runs on only Diesel mode.
308 International Journal of Engineering & Technology

5. Conversion Process of Diesel to Dual Fuel proportions. Then the gas is allowed through Gas actuator by
controlling proportions and mixed in a mixer with air.
Engine The Air+ Gas mixture is allowed to flow through compressor of
the turbocharger in both Left bank (LB) and Right bank (RB). The
A. Conversion Process of Diesel to Dual Fuel Engine mixture enters through the intake valve. The exhaust from the
exhaust valve will be expelled out through Turbine from both LB
The conversion process of Diesel to Dual Fuel mode involves the and RB.
external mounting equipment. No changes are necessary to the
existing engine. Only the retrofit kit is to be added for converting Dual Fuel Controller
it into Dual Fuel mode. The conversion kit plays a major role and
cost of the equipment may be more initially but the savings later Dual Fuel controller controls all the sensors and sends it’s signals
are higher when compared with Diesel Engine. to the Dual Fuel Actuator to open the notches for operating the
Engine. It is used to control the parameters like Load, Speed, air-
B. Conversion Kit fuel ratio, fuel exchange between gas and Diesel mode and return
to Diesel. It controls the all type of Dual Fuel engines. Dual fuel
The conversion kit which is used to mount externally on the technology is most cost- effective than Diesel without losing
Engine consists of the following equipment’s: engine capability, power and its availability.
1) Gas Cascades
2) Gas Train system Air+ Gas Mixer Ducts
3) Dual Fuel Controller
4) Air+ Gas Mixer ducts The Mixer duct is placed above on the roof panel of the Engine.
5) LTA system The air from the air filters and Gas from the Gas train system is
6) Flame proof kit allowed into the Mixer duct. The Air and Gas mixes in required
7) Gas detection system ratio’s in equal proportions. The duct line is connected to the
intake of the Engine. Through this the Air+ Gas mixture is passed
into the intake valve and involves in further operations. The gas
mixes with air before the turbocharger.

LTA System

LTA system means Low temperature aftercooler. LTA lines are

already present to the Engine. Instead to avoid other temperatures
in the intake manifold a new pump and new LTA core introduced
to maintain the intake manifold temperatures. LTA is another
Fig. C: Conversion kit cooling system provided along with the Engine jacket water
cooling system. LTA core is installed in separate cabin from
Gas Cascades where the LTA lines are passed. The LTA radiator helps to
maintain the temperature in the intake manifold so as to reduce the
The passenger compartment is modified for the Gas Cascades heat inside the Engine cabin further.
fitting. Around 14 seats are removed to modify the System. No. of
Gas cylinders used in the conversion process are around 40 of Flame Proof Kit
3000 liters capacity.
A flame proof kit is provided while converting Diesel engine into
Gas Train System Dual fuel engine. It is a precaution taken to avoid damage to the
engine while in running condition.
The main use of Gas Train system is to control the pressures
before mixing with air in the Mixer duct. The Gas Cascades has a Gas Detection System
high pressure of around 220 to 250 bar. This high pressure is
reduced to 100 milli bar by using Low pressure regulator. After A Gas detection system kit is provided and installed in the
reaching this pressure it will be regulated to Zero pressure by Motorman cabin. This helps in detecting the Gas leakages if any.
using Zero pressure regulator. The Gas train system lines are If any leakage in the Gas cabin or in the Gas lines, a signal is
connected to the Engine cabin from above the Gas Cascade generated in the Motorman cabin. The Motorman detects easily
compartment. These lines are connected to the Air- Gas Mixer and immediately switch OFF the dual fuel operation and run the
duct where the Gas and Air are mixed in equal proportions. engine in Diesel Mode.

6. Process Development Chart of Converting

Diesel Engine for Dual Fuel Operation

A. Process Development Chart for Diesel to Dual Fuel

Conversion

The figure E below describes the Diesel to dual fuel conversion

process development which is divided into different stages as
shown in the figure.

Fig. D: Gas train system

The Gas is regulated to Zero pressure by using Zero pressure

regulator before mixing up with air so as to maintain equal
International Journal of Engineering & Technology 309

The figure G describes the Lubrication system which is similar in

Diesel and Dual fuel modes. It shows the Oil flow completely in
the engine.

D. Cooling System

Fig. E: Diesel to dual fuel conversion process development Fig. H: Cooling system

1) Engine systems architecture is described in detail later. The figure H below describes the cooling system which is
2) The technology includes Air-gas induction, Single point necessary to maintain the thermal limits so as to avoid the damage
admission and Multi point admission. to the engine.
3) Application factors deals with the conversion kit,
Emission regulations to be followed while converting E. Air Intake System and Exhaust System
engine, Safety measures to be taken and the space
requirements to be considered while conversion process.
4) The benefits includes Environmental aspects which
reduces the emissions, Technical benefits like no
internal modifications to the engine and Economic
benefits which includes the reduction in costs.

B. Fuel System

The figure F below describes the schematic of fuel system

changes in both Diesel and dual fuel modes. Fuel system is again
divided into PT STC and MCRS system and their subsystems
divided in to diesel and dual fuel modes. The dual fuel mode fuel
flow is same in both systems while there is a little changes in the
fuel flow in Diesel mode in both systems.

Fig. I: Air Intake and exhaust system

The figure I describes about the Air intake system and exhaust
systems. There are some changes made for Air intake system in
Dual fuel mode which is shown in the diagram while the exhaust
system is similar in Diesel and Dual fuel mode.

7. Conclusion
The usage of CNG as the primary fuel reduces the emissions, fuel
consumption and cost. The CNG conversion kit equipment is
Fig. F: Schematic diagram of fuel system changes in diesel and dual fuel
discussed in detail which plays a major role in the conversion of
modes
Diesel Engine to a Dual fuel Engine. The main role is that there is
no necessity for any internal changes to be made to the existing
C. Lubrication System
engine; only external modifications are done. Process
development for converting the diesel engine to operate on dual
fuel mode is discussed in detail which helps in understanding the
critical factors to look after in conversion process. By this
conversion process there are lot of achievements which includes
reduction in emissions, overall cost, Substitution of Diesel with
gas which reduces the fuel consumption and thereby the overall
cost also decreases.

References
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Fig. G: Lubrication system exergetic performance and emission analysis of pilot diesel dual-
310 International Journal of Engineering & Technology

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