Downloaded from SAE International by University of British Columbia, Monday, July 30, 2018
The Research about Engine Optimization and
Emission Characteristic of Dual Fuel Engine Fueled
with Natural Gas and Diesel
Ocktaeck Lim
University of Ulsan
Norimasa Iida
Keio University
Gyubaek Cho
Korea Institute of Machinery & Materials
Jamsran Narankhuu
ABSTRACT
CNG/Diesel dual-fuel engine is using CNG as a main fuel,
and injects diesel only a little as an ignition priming. In this
study, remodeling a existing diesel engine into dual-fuel
engine that can injects diesel with high pressure by CRDI
(Common Rail Direct Injection), and injecting CNG at intake
port for premixing. The results show that CNG/Diesel dual-
fuel engine satisfied coordinate torque and power with
conventional diesel engine. And CNG alternation rate is over
89% in all operating range of CNG/diesel dual-fuel engine.
PM emission is lower 94% than diesel engine, but NOx
emission is higher than diesel engine. The output of dual fuel
mode is 95% by the diesel mode. At this time, amount of
CO2 and PM are decreased while CO, NOx, and THC are
increased. In NEDC mode, exhaust gases except NOx are
decreased.
INTRODUCTION
Recently, global warming, environmental pollution, and
exhaustion of fossil fuel are seriously issued throughout the
world. Consequently, emission restriction about vehicle
which is producing much greenhouse gas is strengthened in
every country, and research work about clean alternative fuel
is actively proceeding. Natural gas is scattered in many
2012-32-0008
20129008
Published
10/23/2012
Copyright © 2012 SAE International and Copyright © 2012 SAE Japan
doi:10.4271/2012-32-0008
regions of the world, so that it can stable supply. Therefore,
natural gas has been subjected widely as a kind of clean
alternative fuel for engines. There are two methods to apply
natural gas at existing diesel engine. Those are CNG
(Compressed Natural Gas) dedicated method and CNG/diesel
dual-fuel method. CNG dedicated method uses spark ignition
after premixing intake air and CNG by gas mixer at intake
pipe. It has a advantage at reducing PM (Particulate Matter)
by pre-mixture combustion. However, it has a drawback that
power and thermal efficiency decrease due to lowering
compression ratio, and increasing remodeling cost. CNG/
Diesel dual-fuel method uses existing diesel engine's
hardware intactly. It makes a pre-mixture by installing gas
injector at upper stream of intake port. Since CNG is
impossible compression ignition, for ignition, it uses diesel
spray flame through a little diesel pilot injection. [1, 2] In
CNG/Diesel dual-fuel engine, air and fuel flow in cylinder
after pre-mixed, compression ignition occurs by diesel pilot
injection. Thus, it has a characteristic both Otto cycle and
Diesel cycle. Advantages of dual-fuel engine can summarize
by two things.
1). Ignition timing control is easy, because ignition starts by
diesel injection.
2). Waste of remodeling period and cost is small. [3]
 Downloaded from SAE International by University of British Columbia, Monday, July 30, 2018

Established researches about dual-fuel engine were mostly

subject heavy-duty diesel engines which uses mechanical fuel
injection system or EUI (Electronic Unit Injection) system. J.
M. Addy, etc. converted diesel engine of heavy-duty bus.
That injects diesel by mechanical fuel injection pump, and
injects CNG by injector installed at intake port. They
acquired maximum natural gas substitution ratio of 86% [4].
W. P. Johnson, etc. apply fuel injection system similar with
EUI. They reported that it acquired maximum natural gas
substitution ratio of 95% [5]. In this study, medium diesel
engine using CRDI (Common Rail Direct Injection) is subject
of experiment. That engine is converted into CNG/diesel
dual-fuel engine which injects a little diesel pilot for
compression ignition by CRDI, and injects CNG at intake
manifold as a main fuel. Then, existing diesel engine and
dual-fuel engine is compared about engine performance and Figure 1. Schematic diagram of experimental equipment
emission characteristics. Using the same engine system,
NEDC mode test is confirmed on the test vehicle and
analyzed the exhaust gases.

EXPERIMENTAL APPARATUS
Experimental Setup
Fig. 1 and 2 show the schematic diagram of experimental
equipment about CNG/diesel dual-fuel engine and real test
engine system. Experimental equipment is composed of
engine dynamometer (DYTEK-3000K), CNG/diesel fuel
supply system, and exhaust gas analyzer (MEXA-7100), etc.
Measured values are engine rpm, torque, power, fuel
consumption quantity, intake air quantity, A/F (Air/Fuel
ratio), temperature (cooling water, lubricating oil, intake,
exhaust, etc.), pressure (common rail, intake, exhaust, boost,
etc.). Concentration of exhaust gas is measured by using
Figure 2. Picture of experimental equipment
exhaust gas analyzer, and PM concentration is measured by
diesel opacity smoke meter (OPA-101). Sampling prove is
installed at exhaust pipe for analysis of exhaust gas.
Experimental engine is 4-cylinder 2.5L direct injection diesel
engine using CRDI fuel injection system. To perform diesel
and CNG/diesel dual-fuel experiment, engine is converted to
inject CNG as a main fuel. Table 1 is specification of existing
diesel engine and converted CNG/diesel dual-fuel engine. In
this study, existing CRDI system was used when main fuel is
diesel. When testing CNG/Diesel dual-fuel, main fuel CNG
was injected by additional CNG fuel supply system, and a
little diesel for ignition was injected by existing CRDI fuel
injection system. For supplying CNG to in-cylinder as a main
fuel, CNG fuel tank, tank pressure regulator, and emergency
shut out valve of solenoid form were equipped. And gas
injectors were installed each cylinders for pre-mixing in
intake manifold. So, MPI (Multi Point Injection) method was
used. When injecting CNG, supply pressure was maintained 8
bar using two regulators for decompression. And emergency Figure 3. Schematic diagram of engine control system
shut out valve of solenoid form was installed for cutting off
the CNG supply when emergency or engine stop. Fig. 3
shows engine control system. Two ECUs (Engine Control
Unit) are used for engine control.
 Downloaded from SAE International by University of British Columbia, Monday, July 30, 2018

Table 1. Specifications of the test engine Gas/Diesel Duel Fuel Vehicle

To reduce of exhaust emission, a test vehicle was applied the
cooled EGR and carrier body which was consisted of the
metal catalyst of series of platinum. Also to increase of fuel
conversion efficiency, device which could decrease the
pressure of diesel fuel rail by verifying APS signal during the
duel fuel injection mode. In this test, the same duel fuel
injection system with the test engine was applied to the test
vehicle and Table 2 shows the specification of test vehicle.
Some parts were changed by vehicle parts which were CNG
tank, regulator, solenoid valve, etc. The location of these
parts is shown as Fig. 4. Control system of ECU and mapping
program was set the same of the engine test, and included
some correction mode was added to test vehicle. Unlike the
engine test, test vehicle was needed the control at transient
section since the engine speed and load of test vehicle were
varied. Thus, varied correction modes were used to
complement of the engine of test vehicle.

First, existing diesel engine ECU is used when main fuel is Table 2. CNG/Diesel dual fuel vehicle specification
diesel. Second, additional dual-fuel ECU is used with existing
diesel engine ECU when main fuel is CNG. Dual-fuel ECU
used output data shared from partial sensors (CKPS : Crank
Position Sensor, APS : Accelerator Position Sensor, Common
rail pressure, etc.) of engine. Then, it can controls injection
quantity and timing of diesel and CNG.

Experimental Method
Before testing CNG/diesel dual-fuel system, test of diesel
engine was preceded to acquire data about torque, power, fuel
injection duration, fuel injection timing, fuel consumption,
density of exhaust gases. So, characteristics of power output
and emissions were confirmed. These test results were
utilized as a basic data for selection of diesel injection
quantity and timing at dual-fuel test. Selection of injection
quantity and timing of CNG and diesel at dual-fuel test was
progressed to refer basic data of diesel engine test. Dual-fuel
test was progressed to increase CNG injection quantity while
decrease diesel injection quantity. Then, diesel injection
quantity at dual-fuel mode was selected through all operating
conditions. Also, dynamic stability of engine was considered.
To compare engine performance and emission characteristics
of existing diesel engine and CNG/diesel dual-fuel engine,
test was performed through all operating range (1000 ∼
3500rpm), respectively. The interval was 500rpm. And diesel
reduction rate due to CNG each conditions was calculated by
equation (1), contrasted with power. Where DReduction, DDual-
Fuel, DDiesel are the flow rates of diesel. PDual-Fuel, PDiesel are
power output of each test. Fig. 4. CNG/Diesel dual fuel vehicle layout

(1)
 Downloaded from SAE International by University of British Columbia, Monday, July 30, 2018

Fig. 5. Comparison of torque with different CNG ratios

RESULT AND DISCUSSION

Experimental of Engine Performance
Fig. 5 and 6 show torque and power output of diesel and
CNG/diesel dual-fuel tests. The test of dual-fuel engine was
performed to satisfy performance of existing diesel engine.
For satisfaction of performance, CNG/diesel injection
quantities and timings are controlled. As a result, the output
of diesel test shows that maximum torque was 289 N·m /
2500rpm, and maximum power was 128 PS/3500rpm. The
output of dual-fuel test shows that maximum torque was 300
N·m/3000rpm, and maximum power was 134 PS/3500rpm.
Therefore, the engine that dual-fuel system is applied can
satisfy performance characteristics within 5% variation
contrasted to diesel engine. Furthermore, torque and power of
dual-fuel test are slightly higher than diesel test. Fig. 7 shows
diesel reduction rate of dual-fuel test contrast to diesel test.
Diesel reduction rate is calculated by diesel consumption
rates of diesel and dual-fuel tests contrasted to power output.
As results, maximum diesel reduction rate was 90% at all
engine operating ranges.
Fig. 7. Comparison of diesel reduction with different
CNG ratio

Experiment of Emissions
Fig. 8 shows NOx emission of diesel and dual-fuel tests. NOx
emission of diesel test is lower than 600ppm at all operating
range. However, in dual-fuel test, NOx emission is higher
than diesel test at all operating range excepting 1000rpm. The
ignition temperature of CNG (650°C) is very higher than
diesel (250°C). Thus, ignition delay is longer. And because of
homogeneous CNG pre-mixture formed in cylinder,
combustion is rapidly risen after ignition. Therefore, NOx
emissions at dual-fuel test are higher than diesel test because
of rapid increase of pressure and temperature from rapid
Fig. 6. Comparison of power with different CNG ratios
combustion.
 Downloaded from SAE International by University of British Columbia, Monday, July 30, 2018
Fig. 8. Comparison of NOx emission with different CNG
ratio
Fig. 9 shows THC emission of diesel and dual-fuel tests.
THC emission of diesel test is lower than 500ppm at all
operating range. But more THC emission is exhausted in
dual-fuel test. This is due to the fact that at dual-fuel test,
ignition delay is long, so, some portion of CNG could not be
ignited and exhausted intactly. However, with increase of
rpm, THC appeared the tendency of decrease due to increase
of combustion temperature.
Fig. 9. Comparison of THC emission with different CNG
ratio
Fig. 10 shows CO2 emission of diesel and dual-fuel tests.
Variation of CO2 emission was few with rpm rising at both
diesel and dual-fuel tests. But, in case of diesel test, CO2
emission is higher than dual-fuel test. This is due to low
carbon contents of CNG. With all operating range, CO2 of
dual-fuel test was reduced 30% than diesel test.
Fig. 10. Comparison of CO2 emission with different
CNG ratio
Fig. 11 shows the characteristics of PM exhaust gas of diesel
and dual fuel mode. In dual fuel mode, the PM exhaust
concentration was decreased remarkably compared with
diesel mode. The reason of this phenomenon was thought that
the injection rate was decrease since diesel was only used to
ignition material. Also, high temperature and concentration
region were formed due to the pre mixed combustion of
CNG. In all test area, dual fuel mode was shown reduce of
PM concentration to 93% less than diesel mode.
Fig. 11. Comparison of PM emission with different CNG
ratio
NEDC Mode Test
The converted vehicle was tested to NEDC mode on the
chassis dynamometer and Fig. 12 shows a test cycle.
As the characteristic of duel fuel vehicle, the test was carried
out at hot mode since conversion to duel fuel mode was
impossible when the temperature of cooling water wasn't
increased while diesel was tested at cold mode. To reduce of
HC and CO formed at dual fuel mode, a three way catalyst
 Downloaded from SAE International by University of British Columbia, Monday, July 30, 2018
Fig. 12. NEDC mode test cycle
was used. The result of exhaust emission check is shown at
Fig. 13. In Fig. 13, emission rate of CO, NOx, NMHC, PM,
and CO2 are indicated and white bar means EURO-3
regulation value of N1, Class 3. Compared with diesel mode,
dual fuel mode was shown that each CO and NMHC were
decreased to 0.67g and 0.14g, however it seems that these
were resulted by the catalyst. CO2 was decreased to 21g
because of low carbon characteristic of CNG. It seemed that
PM was reduced to 0.04g since the factor of diffusion
combustion of diesel was decreased by small amount of the
diesel injection quantity. In this process only NOx was
increase to 0.1g. Although test was carried out at diesel
mode, the reason of exhaust emission increasing compared to
criteria was the engine of test vehicle order type made in
2006. In Fig. 12, a diagram is indicated the vehicle velocity,
emission value of CO and THC in NEDC mode. At this
mode, CO and THC were decreased at duel fuel mode
compared with diesel mode.
Fig. 13. Comparison of NEDC mode emission test results
Though these results, it was needed that reduction of NOx
was essential by injection timing optimization control of EGR
and A/F ratio. At low RPM and low load area, some controls
of A/F ratio using the EGR were available. However in high
load area exhausted lots of NOx [5], A/F ratio adapting only
use the EGR could not be matched since the reaction by EGR
was slow and inaccurate. Thus, it seemed that fast A/F ratio
control by ETC and injection quantity control was necessary.
Though these results, it was needed that reduction of NOx
was essential by injection timing optimization control of EGR
and A/F ratio. At low RPM and low load area, some controls
of A/F ratio using the EGR were available. However in high
load area exhausted lots of NOx [5], A/F ratio adapting only
use the EGR could not be matched since the reaction by EGR
was slow and inaccurate. Thus, it seemed that fast A/F ratio
control by ETC and injection quantity control was necessary.
SUMMARY/CONCLUSIONS
Converting a existing diesel engine into a dual-fuel engine
using CNG as a main fuel, the tests were performed about
engine performance and emission characteristics of diesel and
CNG/diesel system. Following conclusions are obtained
through the research.
1. CNG/diesel dual-fuel system was satisfied torque and
power equal with existing diesel engine by controlling CNG
amount. Simultaneously, diesel reduction rate was more than
90% contrast with diesel test result at all operating range.
2. PM emission of dual-fuel test was remarkably lower than
diesel test. This is due to the fact that diesel is used only for
ignition, so, injection quantity is very small. And local high
 Downloaded from SAE International by University of British Columbia, Monday, July 30, 2018

temperature/rich region was not formed due to combustion of Engines inCommuter Buses,” SAE Technical Paper,
CNG pre-mixture. 2000-01-1386, 2000, doi:10.4271/2000-01-1386.
3. NOx emission is higher than diesel test, because in dual- 5. Johnson, W., Beck, N., Lovkov, O., van der Lee, A., et al.,
fuel, combustion is rapidly risen after start of ignition, so “All Electronic Dual Fuel Injection System for the Belarus
pressure and temperature of in-cylinder are rapidly increase. D-144 Diesel Engine,” SAE Technical Paper, 901502, 1990,
doi: 10.4271/901502.
4. PM emission of dual-fuel system is very low, but NOx
emissions are higher than diesel test. Thus, some counter
plans are needed like after-treatment. CONTACT INFORMATION
Prof. Ocktaeck Lim
5. The output power and emission gases were measured at
School of Mechanical and Automotive Engineering
diesel mode and dual fuel mode at the converted dual fuel
University of Ulsan
engine using the engine dynamometer and exhaust analysis
TEL : +82-2-259-2852
equipment. During the dual fuel mode, 95% output power
was acquired compared with diesel mode. Also CO2 and PM
were decreased while CO, NOx and THC were increased at
the same time.
6. The same configuration of engine test was applied to the
test vehicle. The oxidation catalyst and EGR were used to
reduce the emission gas which was bad point at the engine
test while diesel replacement rate was adjusted. By NEDC
mode using the chassis dynamometer, amount of emission
gas was decreased except NOx by dual fuel mode.
7. It seems that the additional investigations such as before
and after treatment equipments and A/F ratio control
technology are essentially needed to accomplish the diesel
replacement rate and exhaust gas reduction at the same time
certainly.

REFERENCES
1. Lee, Junhyuk, Pyo, Youngdug, Kwon, Ohseuk, Lee,
Yonggyun, Na, Pyungchul, Ryu, Jeongin and Lee, Youngjae,
“Performance and Emission Characteristics of a Diesel Pilot
Compression Ignition CNG Engine”, KSAE paper 06-
S0300(2006)
2. Yoon, Seongshik, Heo, Seongjoon and Roh, Yuhyun,
“Characteristics of Dual Fuel System for Diesel Engine and
Vehicle driving”, KSAE paper 08-S0076(2008)
3. Shen, J., Qin, J., and Yao, M., “Turbocharged diesel/CNG
Dual-fuel Engines with Intercooler: Combustion, Emissions
and Performance,” SAE Technical Paper 2003-01-3082,
2003, doi:120.4271/2003-01-3082.
4. Addy, J., Bining, A., Norton, P., Peterson, E., et al.,
“Demonstration of Caterpillar C10 Dual Fuel Natural Gas

The Engineering Meetings Board has approved this paper for publication. It has Positions and opinions advanced in this paper are those of the author(s) and not
successfully completed SAE's peer review process under the supervision of the session necessarily those of SAE. The author is solely responsible for the content of the paper.
organizer. This process requires a minimum of three (3) reviews by industry experts. SAE Customer Service:
Tel: 877-606-7323 (inside USA and Canada)
All rights reserved. No part of this publication may be reproduced, stored in a
Tel: 724-776-4970 (outside USA)
retrieval system, or transmitted, in any form or by any means, electronic, mechanical, Fax: 724-776-0790
photocopying, recording, or otherwise, without the prior written permission of SAE. Email: CustomerService@sae.org
ISSN 0148-7191 SAE Web Address: http://www.sae.org
Printed in USA