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Available online at www.sciencedirect.com
Energy
Procedia
Energy Procedia
Energy 00 (2011)
Procedia 000–000
14 (2012) 1427 – 1438
www.elsevier.com/locate/procedia

Advances in Energy Engineering

Experimental Investigation on Attenuation of Emission with

Optimized LPG Jet Induction in a Dual Fuel Diesel Engine
and Prediction by ANN Model
Thomas Renald C.Ja*, Somasundaram Pb
a
Department of Aeronautical Engineering, Sri Ramakrishna Engineering College, Coimbatore, Tamilnadu, India.
b
Department of Mechanical Engineering, KS Rangasamy College of Technology, Tiruchengode, Tamilnadu, India.

Abstract

Environment pollution due to vehicles exhaust emission is still a severe crisis and an international concern has been
raised for its control and diminution. Especially, man-kind is experiencing an epidemic of illnesses made worse by air
pollution mainly because of increased number of automotive vehicles. The main problem faced by most of the
vehicles today is the emission of NOx which can be controlled by different ways such as exhaust gas recirculation,
using alternate fuels, turbo charging, and different mode of combustion. On the other hand, diesel engines are the
most trustworthy power sources in the transportation. Due to inflexible emission norms and rapid depletion of
petroleum resources, there has been a continuous exertion to use alternative fuels. Further researches are being
carried out to reduce emission rates and these researches would be explored till reducing the exhaust emission upto
zero level. In such a way, the present investigation explores with a series of experiments towards effective
combustion of air, LPG and diesel mixture without encompassing major modification in the engine construction.
Here, LPG jet is inducted through air inlet to accomplish homogeneous mixture then it is allowed into the combustion
chamber of CI engine. The major parameters of the LPG jet injector are optimised through CFD technique by
utilizing a commercial CFD code. Changes in the performance of the engine and emission levels with the influences
of the jet parameters are observed and analysed experimentally. The optimized jet parameters obtained through CFD
technique and the experimental results achieved from the dual fuelled CI engine show considerable improvement in
the engine performance and significant reduction in CO2, CO, HC and NOx emission besides the normal engine
performance and emission levels of diesel fuel induction. Eventually, an artificial neural network (ANN) model is
developed for predicting the emission levels based on the jet parameters, applying load and % of LPG induction by
utilizing the experimental results. It is also found that the predicted results provided good agreement with the
experimental results.
© 2011 Published by Elsevier Ltd. Selection and/or peer-review under responsibility of the organizing committee
©
of 2011 Published by
2nd International Elsevier Ltd.
Conference on Advances in Energy Engineering (ICAEE). Open access under CC BY-NC-ND license.
Keywords: Dual fuel CI engine, LPG jet injection, homogeneous air-fuel mixture, jet parameters, CFD approach, reduction of
emission, engine performance, ANN model.

*
Corresponding author. Tel.: +919894956436. E-mail address: thomsi_reni2000@yahoo.co.in

1876-6102 © 2011 Published by Elsevier Ltd. Selection and/or peer-review under responsibility of the organizing committee of 2nd International
Conference on Advances in Energy Engineering (ICAEE). Open access under CC BY-NC-ND license.
doi:10.1016/j.egypro.2011.12.887
1428 Thomas
Author Renald
name C.J andEnvironmental
/ Procedia Somasundaram P\ / Energy
Sciences Procedia
00 (2011) 14 (2012) 1427 – 1438
000–000

1. Introduction

LPG known as an auto gas is a mixture of Propane and Butane. LPG is probably the third largest used
fuel after petrol and diesel and is widely used as a cleaner, eco-friendly automotive fuel.
LPG produces significantly less carbon monoxide and oxides of nitrogen emissions as well as a
smaller percentage of carbon dioxide emissions. LPG also emits 90% less particulates than diesel engines.
Reductions in emissions from LPG have resulted in the government, offering a variety of incentives to
encourage motorists to convert to LPG. Car owners driving vehicles using alternative fuels will be taxed
less than vehicles using petrol or diesel. Other environmental advantages of Liquid Petroleum Gas as an
alternative fuel include the fact that LPG engines are significantly quieter than diesel engines and
marginally quieter than petrol engines. Hence there is a scope for designing a gas jet and its position to
study the engine performance rate and emission. Gisoo Hyun et al. [1] developed an LPG fuelled direct
injection SI engine, especially in order to improve the exhaust emission quality while maintaining high
thermal efficiency comparable to a conventional engine through Computational Fluid Dynamics (CFD).
Chunhua Zhang et al. [2] conducted a study on the control scheme of a liquefied petroleum gas (LPG)–
diesel dual-fuel engine with electronic control. The experimental results showed that comparing with
diesel, the output performance of dual fuel is not reduced, while smoke emission of dual fuel is
significantly reduced, NOx emission of dual fuel is hardly changed, but HC emission and CO emission of
dual fuel are increased and fuel consumption of dual fuel is reduced. Kurniawan et al. [3] used
computational fluid dynamics (CFD) simulation and investigated the effect of piston crown shape to air
motion characteristics of an internal combustion engine. White et al. [4] used CFD packages Fluent to
model the direct-injection of two such fuels simultaneously into an engine and studied about the salient
features of the two fuel jets are being to optimize the design of a dual-fuel injector for compression-
ignition engines. Roberto et al. [5] examined the flow geometry effects on the turbulent mixing efficiency
quantified as the mixture fraction and compared two different flow geometries are at similar Reynolds
numbers, Schmidt numbers, and growth rates, with fully developed turbulence conditions. Ren et al. [6]
investigated the performances of the gaseous fuel supply and its influence on hydrocarbon (HC)
emissions of dual-fuel engines and presented a new design of manifold respirators with mixers. Cao et al.
[7] analysed an experiment on engine performance and sprays and characteristics between diesel and
mixed liquefied petroleum gas (LPG)/diesel injection engines. The performance test results showed that
with LPG the mixed ratio increases, engine power reduces slightly, fuel consumption and engine noise
have almost no change, pollutant emissions of smoke, CO and NOx at full load are improved significantly,
but the amount of unburned HC increases.
In the above literature survey it has been reviewed that the mixture formation is good by modifying
the design of piston head. The performance of the engine increases when the LPG is electronically
injected with micro controllers according to the speed and power required. The emissions CO and NOx
from the dual fuel engine are greatly reduced. HC emissions from dual fuel engine are par with that of
diesel at full load and its less in low loads and half loads. The performance of the engine could be
increased by designing the piston head by taking swirl and tumble ratio of the entering air. Studying the
flow characteristics and changing the flow pattern shows a significant change in performance of engine.
The design of the gaseous fuel supply system has a great influence on HC emissions in dual-fuel engines
at light load. A manifold respirator with a mixer gives the best performance in reducing HC emissions
compared with a common pipe mixer and a respirator with no mixer. Literature survey confirms that CFD
tool can be used to study the gas jet parameters so as to improve performance of the engine and emission.
Major problems in emission control are design of engine and improper air-fuel mixture in the combustion
system. In an ideal combustion process, air-fuel mixture would be burnt completely within the
combustion chamber. In actual, when fuel is burnt, it emits virtually insignificant CO, O2 and relatively
little NOx, the main constituents of acid rain, and substantially less CO2, a key culprit in the greenhouse
debate, than most oil products and coal.
 Thomas Renald
Author nameC.J and Somasundaram
/ Procedia P\ / Sciences
Environmental Energy Procedia 14000–000
00 (2011) (2012) 1427 – 1438 1429

Major techniques can be followed in the reduction of emission problem are,

• Modifying the engine design;
• Using alternate fuel which produces low emission;
• Recirculating or treating the exhaust for further utilization or conversion.
The emission control problems have been addressed in numerous research works, because reduction
of emission is a difficult problem which is influenced by design of an engine, appropriate fuel, proper
air-fuel ratio and homogeneous mixture, the engine operating parameters include load, speed,
compression ratio, pilot fuel injection timing, pilot fuel mass inducted and intake manifold conditions.
Finally, it has been found that there is a scope for improving the performance and reducing emission level
of diesel engines exclusive of major modification in the engine construction.

Nomenclature
d inlet diameter of nozzle in mm
x distance between tip of the nozzle and intersection of vertical axis of air inlet pipe and
nozzle axis in mm
θ inclination of nozzle in degree
CO2 Carbon Dioxide
CO Carbon Monoxide
FC Fuel Consumption
FHP Frictional horse Power
FP Fuel Power
HC Hydrocarbons
IP Indicated Power in W
NOx Nitrogen Oxide
O2 Oxygen
RPM Revolution per Minute
SFC Specific Fuel Consumption
ηmech Mechanical Efficiency
ηB.TH Brake Thermal efficiency
ηI.TH Indicated Thermal Efficiency

2. Problem statement

Recent researches and investigations on the compression ignition (CI) engine performance parameters
optimization and emission problems are mainly dealing with modification of engine construction to
improve the performance and reduction of emission which is tedious and non-interchangeable. The
present study made an attempt on reduction of emission level in the CI engine without having any major
alteration in the existing engine construction and also to improve the performance of engine. In the
betterment of engine efficiency and reduction of emission level, LPG and air should be mixed
homogenously. The main objective of this work is to design a simple and realistic setup which would not
disturb the existing engines construction and the developed setup could be adapted to all engines
efficiently.
1430 Thomas Renald
Author C.J/ Procedia
name and Somasundaram P\ / Energy
Enviroonmental Procedia
Sciences 14 000–
s 00 (2011) (2012)
–0001427 – 1438

3. Method of Analysis

Fig.1 shoows the method of analysiss and as per thhis method on nly the presennt study was ccompassed. In n
the accompplishment of efficient combustion, air and LPG are premixeed together ttill achieving g
homogeneouus mixture, before
b the mixxture enters into
i combustiion chamber to m with diiesel fuel. To o
achieve this, LPG jet is innducted againnst the flow off inlet air. Beffore conductinng series of exxperiments, itt
is formidablle to analyse and
a decide thee condition off LPG jet flow w to be inductted. In order too analyse thiss
problem, Computational Fluid Dynam mics (CFD) technique
t waas approachedd to fix the L LPG jet floww
conditions. Finite Volum me Method (F FVM) was addopted to solv ve Navier-Stookes and enerrgy equationss
which goveern the turbulent flow in the t presence of LPG jet lo ocated in the flow path of air inlet by y
utilizing a commercial
c C
CFD code. k-ωω Shear Stresss Transport model
m was ussed as a turbuulence model..
Various casses and confi figurations weere modelled to achieve homogeneous
h s mixture of air/LPG and d
triangular ellements were used to moddel both air annd LPG flow path. Tests were w conducteed for variouss
configuratioons and positioons of LPG innductor in thee cases of nozzzle and duct. The better reesult obtained d
from this invvestigation is given in Fig. 2. Fig. 2a shoows grid geneeration when nozzle
n is of 5m
mm dia at 30°°
inclination and
a inserted by b 10mm conddition. Fig. 2bb presents the contour of paath lines colored by particlee
ID to see thhe extent of turbulence prroduced at thhis condition. The boundarry conditions are given ass
follows.
1. Velocityy inlet conditiion was givenn to air inlet.
2. Pressure inlet was givven for LPG inleti (Operatinng pressure = 2.1MPa).
3. The surrrounding facees were considdered as wall.
4. The surrrounding of innlet duct was taken as wall..
5. The endd of LPG ductt was considerred outflow.

Fig. 2: a) Grid geeneration when nozzle

n is of 5mm dia at 30° inclinaation and inserted
d by 10mm,
b) Contour of patth lines colored by
b particle ID

From thee results obtaiined by simullation, it is reealized that the physical parrameters of nnozzle and thee
LPG jet affeect the homoggeneous mixinng of air/LPG G. Based on th hese results, a series of expperiments wass
conducted forf various innlet diameter of nozzle, disstance betweeen tip of the nozzle and inntersection off
vertical axiss of air inlet piipe and nozzlee axis, inclinattion of nozzlee, % of LPG annd % of dieseel for differentt
loading connditions to invvestigate the influences
i of these parameeters over em mission and peerformance off
engine.
 Thomas Renald
Author C.J/ and
name Somasundaram
Procedia P\ / Energy
Enviroonmental Procedia
Sciences 14 000–
s 00 (2011) (2012)
–0001427 – 1438 1431

4. Experimental setup

The expperimental settup developedd for the preesent investigation is show wn in Fig. 3.. Nozzle wass
introduced ata the centre of
o elbow porttion of air inleet pipe to injeect LPG jet foor achieving hhomogeneouss
mixture of LPG
L and air before
b it enterss into engine cylinder. To investigate thhe influences oof parameterss
such as inlett diameter of nozzle (d), distance betweeen tip of the nozzle
n and inteersection of vertical axis off
air inlet pipee and nozzle axis
a (x), inclinnation of nozzle (θ), % of LPG
L and % of diesel for diffferent loadingg
conditions over
o emission and performaance of enginee, the experim mental work wasw designed inn such a way..
Different noozzles with inllet diameter (dd) of 5mm, 7m mm, 10mm an nd 12mm werre fabricated; the ‘x’ valuess
were adopteed as 5mm, 7m mm, 8mm andd 10mm, baseed on the simu ulation resultss, nozzle incliination angless
were taken as -180°, 30°°, 45° and 90°; different % of LPG and d % of diesel combinations are 0% and d
100%, 20% and 80%, 40% and 60%, and a 60% and 40% respectiively for varioous loading coonditions of 0
kg, 5kg, 10kkg and 15kg. The
T schematicc of nozzle arrrangement witth air inlet pippe is shown inn Fig.4.

Fig. 4 Nozzle arrangem

ment with air inleet pipe

Fig. 3 Schhematic of experimental setup

4.1 Experim
mental Methoddology

f different fuuel ratio of diesel and LPG

In the prresent study, a series of expperiments wass carried out for G
as 1:0, 0.8:00.2, 0.6:0.4 annd 0.4:0.6 forr various ‘d’ values,
v ‘x’ vallues and ‘θ’ values
v for diffferent loading
g
conditions as
a mentioned above. The exxperiment waas conducted based b on four cases as listeed below with h
speed of thee engine mainntained constaant at 1500 rppm. The exhau ust gases suchh as CO, CO2, O2, HC and d
NOx were exxamined with the help of seeparate apparaatus called exh haust gas anallyzer ‘AVL 4337C5’.

CASE 1: 1000% DIESEL

In this caase, the enginee was operated with 100% diesel fuel and d the emissionn results weree acquired.
CASE 2: 200% LPG AND D 80% DIESEL L
Here, thee engine was tested with 200% of LPG annd 80% of dieesel for variouus inlet diameeter of nozzle,,
at different ‘x’ values witth different anngle of inclinaation for varioous loading coonditions andd the emission
n
results were obtained.
CASE 3: 400% LPG AND D 60% DIESEL L
With 40% % of LPG andd 60% of diessel for variouss inlet diametter of nozzle, at different ‘xx’ values withh
different anggle of inclinattion for variouus loading connditions, the em
mission resultts were accom
mplished.
1432 Thomas Renald
Author name C.J and Somasundaram
/ Procedia P\ Sciences
Enviroonmental / Energys 00
Procedia
(2011) 14 (2012)
000––000 1427 – 1438

CASE 4: 600% LPG AND D 40% DIESEL L

In this case,
c the enginne was operaated 60% of LPGL and 40% % of diesel forr various inleet diameter off
nozzle, at different
d ‘x’ vaalues with diffferent angle of inclination
n for various loading
l condiitions and thee
emission ressults were exaamined.

5. Results and
a discussion
n

5.1 Engine performance

p

Figures from
f 5 to 8 shhow the enginne performancce based on thhe major param meters such ass specific fuell
consumptionn, brake therm mal efficiency,, mechanical efficiency
e and
d indicated theermal efficienccy for variouss
loading conditions respecctively. From Fig. 5, reduceed specific fu uel consumptioon is observedd for the casee
60% of diesel and 40% off LPG. Fig. 6 depicts brakee thermal efficciency for variious loading cconditions and d
improved brrake thermal efficiency
e is noted
n for the case 60% of diesel and 400% of LPG. C Comparison off
mechanical efficiency forr different loadding conditionns is provided
d in Fig. 7 andd the maximum m mechanicall
efficiency iss clearly noticced for the casse 60% of dieesel and 40% of LPG. Fig. 8 presents thhe comparison n
plot of indiicated thermaal efficiency for f different loading cond ditions and ennhanced indiccated thermall
efficiency iss observed forr the case 60% % of diesel annd 40% of LPPG. On the whole,
w it is obvvious that thee
case 60% off diesel and 400% of LPG shhows better enngine performaance.

Fig. 5 Load
L Vs. SFC Fig.6 Load Vs. Brake thermal
t efficiencyy

Figg.7 Load Vs. Mecchanical efficienccy Fig. 8 Load Vs. Indiccated thermal effiiciency
 Thomas Renald
Author C.J /and
name Somasundaram
Procedia P\ / Energy
Environmental Procedia
Sciences 14 (2012)
00 (2011) 1427 – 1438
000–000 1433

5.2 Emission level

The emission results of main toxic gases such as CO, CO2, HC, NOx and amount of O2 are compared
and presented in Figures from 9 to 13 for different loading conditions of 0 kg, 5 kg, 10 kg and 15 kg. Fig.
9 shows the comparison plot of CO %vol for different diesel and LPG fuel ratio with different loading
conditions and minimum CO % vol is noted for the case 80% of diesel and 20% of LPG. The comparison
plot of CO2 % vol in the exhaust gas for various diesel and LPG fuel ratio with different loading
conditions is presented in Fig. 10. From this figure, reduced concentration of CO2 %vol is observed for
the case 40% of diesel and 60% of LPG. The level of O2 % vol is compared and shown in Fig. 11 and
minimum concentration of O2 % vol is noticed for the case 60% of diesel and 40% of LPG which implies
that air/LPG mixture is homogeneous and air-fuels mixture is burnt fully. There is no considerable
change in the concentration of HC which can be seen from Fig. 12. Fig. 13 delineates the comparison of
concentration level of NOx for various diesel and LPG fuel ratio with different loading conditions and
predominant reduction in NOx emission is examined for the case 40% of diesel and 60% of LPG.
According to these results, it is obvious that increase in LPG fuel ratio decreases the emission rate
considerably.

0.14 3

0.12 2.5
0.1
2
CO2 % vol
CO % vol

0.08
1.5
0.06
1
0.04

0.02 0.5

0 0

0 2 4 6 8 10 12 14 16 0 2 4 6 8 10 12 14 16
Load in kg
Load in kg
100% DIESEL 80% DIESEL+ 20% LPG
100% DIESEL 80% DIESEL+20% LPG
60% DIESEL+40% LPG 40% DIESEL+60% LPG
60% DIESEL+40%LPG 40%DIESEL+60%LPG

Fig. 9 Load Vs. CO Fig.10 Load Vs. CO2

20 700

19 600

500
18
HC in ppm

400
17
O2 % VOL

300
16
200
15 100

14 0

0 2 4 6 8 10 12 14 16 0 2 4 6 8 10 12 14 16

Load in kg Load in kg
100% DIESEL 80%DIESEL+20%LPG 100% DIESEL 80% DIESEL+20% LPG
60% DIESEL+40% LPG 40% DIESEL+60% LPG 60% DIESEL+ 40% LPG 40% DIESEL+60% LPG

Fig.11 Load Vs. O2 Fig.12 Load Vs. HC

1434 Thomas
Author Renald
name C.J andEnviro
/ Procedia Somasundaram P\ / Energy
onmental Sciences Procedia
s 00 (2011) 14 (2012) 1427 – 1438
000––000

140
120
100

NOx in ppm
80
60
40
20
0
-20 0 5 10 15
5 20

Load in kg
100% DIESEL 80%
% DIESEL+20% LPG
60% DIESEL+40% LPG 40%
% DIESEL+60% LPG

Fig.13 Looad vs NOx

From thee simulation results,

r it is obbserved and decided
d that th
he nozzle withh diameter of 5mm inserted d
by 10mm distance
d insidde through elbbow of air innlet pipe at an a angle of 30° provides predominantt
homogeneouus mixture of o air and LP PG fuel. Acccording to thiis result, a series
s of expeeriments wass
conducted with
w some possible cases annd combinationns to investigaate the influennces of physiccal parameterss
of nozzle annd different fuelf proportioons. From thee experimentaal results andd discussion, better enginee
performancee was observeed for the casee 60% diesel and a 40% LPG.. On the contrary, consideraable reduction n
in emission level of varioous gases are examined for 40% diesel and a 60% LPG fuel combinaation for mostt
of the casees which impplies that inccrease in LPG G decreases emission levvel but affectts the enginee
performancee for nozzle diameter
d of 5mm at x =100mm subtendeed angle of 300° in both caases. It is also o
observed thhat nozzle coonditions inflluence the enngine perform mance and emission
e leveel. But fuell
proportions and nozzle coonditions are confined withhin the abovee discussed annd mentioned range. Hencee
there is a need to optimizee these param meters to fix ann exact conditiion to achievee better enginee performancee
with reduceed emission raate. In such a way, the currrent problem m was predicteed and optimiized by using g
artificial neuural network (ANN)
( model.

6. Prroposed Arttificial Neu

ural Networrk

Fig.14 Propposed ANN architecture with a sin

ngle hidden layerr
 Thomas Renald
Author nameC.J and Somasundaram
/ Procedia P\ / Sciences
Environmental Energy Procedia 14000–000
00 (2011) (2012) 1427 – 1438 1435

In order to predict and optimise the present problem, an ANN based model was developed with the
base of feed forward back propagation method. A code was developed based on the feed forward back
propagation method by utilizing Matlab R2009a software package. Fig. 14 shows the developed
architecture of artificial neural network with five input layer with 5 neurons, seven output layer with 7
neuron and one hidden layer with 10 neurons.
The links with synaptic weights are connected between neurons and the back-propagation training
algorithm is based on weight updates so as to minimize the sum of squared error for K-number of output
neurons, given as
1K
E = ∑ (d k . p − ok . p )2 (1)
2 k =1
where dk,p = desired output for the pth pattern. The weights of the links are updated as

wji(n+1) = wji(n) +ηδpjopi + αΔwji(n) (2)

where n is the learning step, η is the learning rate and α is the momentum constant. In equation (4), δpj
is the error term, which is given as follows:
For output layer : δ pk = ( d kp − okp )(1 − okp ), k = 1,.... K (3)
For hidden layer : δ pj = o pj (1 − o pj ) ∑ δ pk w kj , j = 1,.... J (4)
where J is the number of neurons in the hidden layer. The training process is initialized by assigning
small random weight values to all the links. The input–output patterns are presented one by one and
updating the weights each time. The mean square error (MSE) at the end of each epoch due to all patterns
is computed as

1 NP k 2 (5)
MSE = ∑ ∑ (d kp − okp )
NP =p 1 =k 1

where NP =number of training patterns.

The training process will be terminated when the specified goal of MSE or maximum number of
epochs is achieved. The activation function for the input and the one hidden layer is chosen as
tansigmoidal function. The activation function for the output layer was chosen as pure linear function.
The network was then simulated for the input values and a graph is plotted between the output and target
(neural network output) values. The network created was trained for the input and output values. The
stopping criterion for training was number of epochs and was given as 1000 as shown in Fig.15.
The network was again simulated for the input values and the target values of the experiments
conducted. The input values for the test readings were then given and the network was trained. The
target value was then obtained and compared with actual outputs. The results were compared with the
actual experimental results and the predicted results obtained from the present study show minimal in
variations. From Fig. 16, it is clear that the parameters considered could be confidently used for the above
method for predicting the emission rates. The behaviours of the parameters are also noted.
The predicted emission levels were compared with the respective experimental results and the
absolute percentage error was computed, which is given as

% Absolute error = Experiment alvalue − Pr edictedval ue X 100

Experiment alvalue (6)
1436 Thomas Renald C.J and Somasundaram P\ / Energy Procedia 14 (2012) 1427 – 1438
Author name / Procedia Environmental Sciences 00 (2011) 000–000

The experimental results of emission levels were utilized for predicting the emission level with the
influences of ‘d’ values, ‘x’ values, ‘θ’ values for different proportions of fuels (Diesel+LPG) with
different loading conditions. Both results were compared and shown through Table 1, the absolute
percentage error ranges from 0.11498% to 3.28939 % which is in the acceptable range.

7. Conclusions

From all the above results and discussion, the following conclusions are arrived and they are
summarized as follows:
• It was found that the new technique which was used in this investigation away from the engine
construction influenced on the engine performance and emission levels predominantly.
• The thermal efficiency of the engine increases when powered with dual fuel. The percentage
increases about 5% when 60% of diesel and 40% of LPG.
• No considerable change was found in torque and brake mean effective pressure.
• The mechanical efficiency was increased about 5% when powered with dual fuel when 60% of
diesel and 40% of LPG.
• There was an increase in Hydrocarbon emission when going to dual fuel mode.
• Specific fuel consumption was reduced around 33%.
• NOx was reduced upto 35% for 60% LPG and 40% diesel proportion when compared to that of
running at 100% diesel.
• CO2 emission was reduced about 67% for 60% LPG and 40% diesel proportion.
• The CO emission was reduced upto 12% in dual fuel mode for 60% of diesel and 40% of LPG.
• The absolute percentage error between experimental and predicted results ranges from 0.11498%
to 3.28939 % which is in the acceptable range.
• All these results were obtained for the effective nozzle condition, diameter of 5 mm, x= 10 mm
and θ = 30°.
• On the whole, it is recommended that better engine performance and reduced emission level can
be achieved if the dual fuels proportion lies between 40-60 % of diesel and LPG for the nozzle
condition, diameter of 5 mm, x= 10 mm and θ = 30°.
 Thomas Renald C.J and Somasundaram P\ / Energy Procedia 14 (2012) 1427 – 1438 1437

Table 1 Comparison of experimental results and predicted results of emission levels

Engine Exhaust
CO2 %vol
Distance between duct tip & Air

Temperature Temperature CO %vol  O2 %vol HC ppm NOx ppm

Diameter of duct in mm

in °C in °C
Nozzle angle in degree

Experimental result

Experimental result

Experimental result

Experimental result

Experimental result

Experimental result

Experimental result
Absolute Error
Predicted result

Predicted result

Predicted result

Predicted result

Predicted result

Predicted result

Predicted result
Absolute Error

Absolute Error

Absolute Error

Absolute Error

Absolute Error

Absolute Error
Load in kg

Diesel %
LPG %

3 1 3 36.92 0.00 1 165 - 0. 0.0 - 1 1.40 - 1 19.0 - 3 34. - 2 20. 0.0

5 5 0 0 0 0 6 .99 2.95 0 485 0.2 . 0.0 9. 201 0.0 000 6.26 001 000
7 52 202 076 4 0
0 6 95 E 4 9 147 4 005 1 5 04 21 E 06 7 9
4 1 3 38.10 - 2 217 3.71 0. 0.0 0.2 1 1.79 - 1 18.5 0.0 3 30. 8.16 5 49. -
7 5 5 5 0 0 0.00 1 .00 E- 0 437 711 . 0.0 8. 150 06 999 997 0.0
8 47 877 1 E-06 0
0 275 7 08 06 6 3 0 8 006 4 2 3 75 6 000
1 9 1 1 3 39.40 - 2 297 0.03 0. 0.0 - 2 2.29 - 1 17.5 - 2 10. 0.54 1 83. -
5 0 0 0 0.01 8 .59 0 932 0.0 . 0.0 7. 262 0.0 538 0 852 0.1
0 0 9 52 691 87 3 178
0 039 7 19 9 1 356 3 005 8 5 15 96 4 2 937
1 - 1 1 4 39.98 0.00 3 369 - 0. 0.1 - 2 2.70 0.0 1 17.2 - 2 22. - 1 124 0.0
5 1 0 0 7 .99 9.83 1 296 0.0 . 001 7. 0.0 000 6.23 2 .00 000
2 5 0 21 045 053 703 2
8 0 0 96 E 2 6 804 7 9 3 01 01 E 08 4 05 04
3 2 8 4 41.06 - 1 194 2.23 0. 0.0 0.0 0 0.89 - 1 16.0 0.0 3 364 1.96 0.9 -
5 7 0 0 0.00 9 .00 E- 0 399 022 . 0.0 558 03 6 .99 1 988 0.0
0 0 1 50 965 6 E-08
158 4 04 06 4 1 9 9 003 8 5 5 99 1 011
4 2 8 4 41.97 0.00 2 229 - 0. 0.0 0.0 1 1.10 0.0 1 15.8 - 1 162 - 1 13. 0.0
7 7 5 5 3 .99 3.82 0 901 . 002 5. 111 0.0 6 .00 1.85 001 001
0 0 2 80 052 364 030 3
0 91 E 4 2 1 7 9 7 05 2 03 E 06 9 4
1 9 1 2 8 4 42.75 0.00 2 291 5.34 0. 0.0 - 1 1.40 0.0 1 15.2 0.0 8 89. - 1 18. -
7 0 9 .00 E- 0 375 0.2 . 007 5. 556 03 000 4.28 999 0.0
0 0 0 0 3 87 561 107 9 9
1 16 06 3 7 522 4 7 2 4 7 38 E 06 7 000
1 - 1 2 8 4 43.06 - 3 362 - 0. 0.0 0.5 1 1.79 - 1 15.8 - 5 55. - 4 46. 0.0
7 1 0.00 6 .99 6.83 0 145 164 . 0.0 5. 0.0 000 5.92 000 000
2 5 0 0 3 81 927 866 5 6
8 158 3 98 E 3 1 5 8 004 9 00 03 E 08 20 04
3 4 6 4 41.96 0.00 1 193 - 0. 0.0 - 0 0.80 0.0 1 15.7 - 5 580 -
5 8 0 0 9 .99 5.33 0 501 0.0 . 004 5. 813 0.0 8 .00 4.42 0 0 0
0 0 2 03 095 037
4 99 E 5 8 035 8 6 8 5 01 0 03 E 07
4 4 6 4 42.83 0.00 2 231 - 0. 0.0 0.5 0.99 - 1 15.8 0.0 2 263 - 1.6 0.6
7 8 5 5 0  3 .75 0.00 0 343 094 1 0.0 5. 31 5 .58 0.05 1 487 487
0 3 52 383 352 822
2 13 107 7 4 6 064 4 31 1 28 013 7 7
1 9 1 4 6 4 43.21 - 2 292 - 0. 0.0 - 1 1.29 - 1 15.2 0.0 9 93. 2.95 1 9.9 -
8 0 0  0.00 9 .99 2.98 0 715 0.1 . 0.0 5. 040 00 999 992 0.0
0 0 0 3 17 966 4 E-06 0
492 3 91 E 6 6 927 3 002 2 9 27 7 3 000
1 - 1 4 6 4 43.94 0.00 3 369 5.81 0. 0.0 0.0 1 1.60 0.0 1 15.2 - 5 58. - 1 19. 0.0
8 1 0  6 .00 E- 0 779 261 . 001 5. 996 2.4 000 2.54 000 000
2 5 0 4 72 120 016 8 9
8 9 02 07 8 1 3 6 0 3 3 E 15 E 06 2 11
1 3 6 4 4 40.00 - 1 189 - 0. 0.0 - 0 0.60 0.0 1 1.65 - 1 15. - 0 0 0
5 0 0 8.92 9 .99 1.06 0 929 0.0 . 199 033 6. E+0 0.0 5 400 5.41
0 0 0 0 04
E 06 0 99 E 9 3 325 6 1 7 1 09 84 6E
1 4 6 4 4 40.86 0.00 2 230 0.00 0. 0.0 0.0 0 0.91 0.0 1 1.60 - 1 14. 0.01 0 0 0
7 5 5 0  2 .26 1 942 575 . 241 137 6 E+0 0.0 5 808 9319
0 0 1 27 335 992
8 18 5 53 9 9 1 02 28 4
1 1 9 1 6 4 4 41.59 0.00 2 302 0.06 0. 0.0 - 1 1.20 0.0 1 15.2 - 1 15. - 8 8.3 0.0
0 0 0 0 0 0  2 45 966 8 .82 253 0 409 0.0 . 716 974 5. 965 0.0 4 664 0.05 242 405
5 05 4 3 232 1 15 4 4 06 8 133 4 30
1 1 - 1 6 4 4 41.99 1.54 3 363 2.73 0. 0.0 - 1 1.30 - 1 15.2 0.0 1 14. - 1 12. 0.0
2 0 1 5 0 0  2 94 E-05 6 .00 E- 0 222 0.1 . 374 0.0 5. 365 09 4 700 2.83 2 000 000
8 3 01 08 2 4 117 4 687 1 04 05 E 06 88 74

0.03 0.67 3.2 0.2 0.1 2.87 3.0

% Absolute error 975 676 893 38 14 2407 90`
9 99 98 984

Acknowledgement

We are thankful to Kongu Engineering College, Perundurai, Tamilnadu, India, provided laboratory
facilities to achieve this work successfully.

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