Fuel 130 (2014) 273–278

Contents lists available at ScienceDirect

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

PLC controlled single cylinder diesel-LPG engine

Alp Tekin Ergenç ⇑, Deniz Özde Koca
Yildiz Tecnical University, Mechanical Engineering Department, IC Engines Laboratory, Turkey

h i g h l i g h t s

 Electronic injection system increases the quality of the combustion.

 We controlled all injectors by Programmable Logic Controller.
 A PLC is an unorthodox solution for engine control systems.
 The maximum cylinder pressure raises with the LPG addition.
 Reducing the injection advance before the TDC caused lower maximum power.

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

Article history: The main purpose of this work is to convert the mechanical injection system of a single cylinder diesel
Received 10 December 2013 engine to an electronically controlled dual-fuel system. The new system consist two different injectors.
Received in revised form 3 April 2014 First injector supplies the LPG (liquefied petroleum gas) , the other one supplies the diesel. LPG is sup-
Accepted 6 April 2014
plied via a port fuel injection system located in the intake port of the engine and the diesel injected
Available online 24 April 2014
directly into the combustion chamber before top dead center (TDC). All injectors were controlled by Pro-
grammable Logic Controller (PLC). After the adaptation and tests, the single cylinder Lombardini LDA
Keywords:
450 type diesel engine was modified to a high pressured PLC controlled dual-fuel research engine.
Diesel engine
LPG
Ó 2014 Elsevier Ltd. All rights reserved.
Injection
Advance
PLC

1. Introduction
Environmental concerns and depletion in petroleum resources
have forced researchers to concentrate on finding alternatives to
conventional petroleum fuels. A lot of experimental efforts are
focused on simultaneous achievement of high energy efficiency
and reduction of harmful emissions [7]. The emission problem
divided into two parts. The first is the engine and the old car pop-
ulation; the second is the fuel. Due to developments in engine
technology, the emission pollutants levels are high because of
the fuel specifications. According to the new regulations the fuel
specifications are more important for the vehicles [23]. At this
point, the use of gaseous fuels in I.C. engines has long been consid-
ered as a possible method for reducing emissions while maintain-
ing engine performance and efficiency [8]. LPG is considered, to be
one of the most proficient alternative fuels not only as a replace-
ment for petroleum fuel but also as a basis of reducing NOx, soot
and particulate matter. LPG has a high octane rating and hence
⇑ Corresponding author. Tel.: +90 2123832835; fax: +90 2122616659.
E-mail address: aergenc@yildiz.edu.tr (A.T. Ergenç).
well appropriate for S.I. engine. But when LPG is burnt in the usual
diesel engine there is a difficulty in self-ignition because of its
lower cetane number [10].
Nowadays, LPG becomes more attractive at our country,
because of environmental benefits in terms of emissions and it is
cheaper unit price. In general, SI (spark ignition) engine powered
old cars fuel system changed into dual fuel (LPG/Gasoline) system.
Recent years, due to the higher petrol prices and taxes, the unit
price of gasoline and diesel rises dramatically. High diesel fuel
price, have forced the issue of the use of LPG at diesel engine.
Since the early 1930’s, there is a fluctuating interest in the
research of compression engines operating on dual fuels. Recently,
dual fuel engines are receiving more interest from many scientists
due to many reasons including the national concerns of the liquid
fuels limited resources, the environmental issues and the need to
use a reliable, durable and efficient engine [3].
The dual fuel engines studies focuses on utilizing the gaseous
fuels like natural gas, hydrogen and LPG as primary fuel in com-
pression engines, due to the higher ignition temperature of this
fuels. This primary fuels increases the mixture temperature [4].
Furthermore, because of the higher octane number of the gaseous

http://dx.doi.org/10.1016/j.fuel.2014.04.016
0016-2361/Ó 2014 Elsevier Ltd. All rights reserved.
274 A.T. Ergenç, D.Özde Koca / Fuel 130 (2014) 273–278
fuels, it can be used in conventional high compression engine with
minor modifications, with comparable efficiencies to diesel fuel [3]
According to Yoong and Watkins, [9] a higher thermal efficiency
and therefore, improved fuel economy can be obtained from inter-
nal combustion engines running on LPG as opposed to unleaded
gasoline. This is because LPG has a higher octane number, typically
112 Research Octane Number for pure propane, which prevents the
occurrence of detonation at high engine compression ratio [5].
Homoyer et al. [6] states that there is a penalty in power output
when using LPG compared to gasoline due to the displacement of
some of the inspired air by the fuel gas whose volume is much
greater than that of its elated liquid. In dual fuel compressed igni-
tion engines operating with LPG as primary fuel and a pilot amount
of diesel fuel as an ignition source, the LPG is induced along with
the intake air and is compressed like in a conventional diesel
Engine. The mixture of air and LPG does not auto-ignite due to
its high auto-ignition temperature. A Small amount of diesel fuel
is injected near the end of the compression stroke to ignite the gas-
eous mixture.
Poonia et al. [11] performed experiments on LPG-diesel dual
fuel engine at various intake temperature and pilot quantities. It
was found that by increase in the concentration of the gaseous pri-
mary fuel, ignition delay increases considerably. At higher load
condition, the combustion of the gaseous fuel takes place by flame
propagation after ignition of pilot fuel.
Ganesan and Ramesh [12] used LPG as the primary fuel and die-
sel as pilot fuel. The brake thermal efficiency was increased from
35% in the diesel mode to 37% in dual fuel mode at full load condi-
tion due to rise in the combustion rate. However, at lower load con-
dition and with high diesel substitution, brake thermal efficiency
reduces and hydrocarbons and CO levels increase. It is also noted
that NOx levels reduce in the dual fuel mode up to 60% of full load
condition. The smoke emission reduces from 1.3 Bosch Smoke Units
(BSU) to 0.5 (BSU) with dual fuel mode at full load. The ignition
delay period increases by 2 °CA (crank angle) and the peak pressure
decreases under light load and high diesel substitutions conditions.
Saleh [2] studied the effects of LPG compositions on the exhaust
emissions of the dual fuel compression engine under different
engine conditions. This study reported that LPG with 70% propane
blend is showing a similar performance compared to the conven-
tional diesel engine. For the 70% propane blend, NOx and SO2 emis-
sion decreased by 27–69% meanwhile, the CO emission decreased
by 15.7% compared to the conventional diesel engine.
A high-quality formation for combustion is achieved by mixing
of pulverized fuel drops and the air inside the cylinder [13]. In this
matter, injection parameters such as timing and period of injection,
injection pressure and number of the injection beams affect quality
of combustion and mixture formation. At this point, injection sys-
tem has an important role on mixture formation. Injection timing
and period determines the beginning of the combustion in terms
of crankshaft angle.
Commercial single cylinder engines are produced with mechan-
ical fuel injection systems, which have predetermined parameters.
Thus the effects of different operational parameters such as
advance angle, injection pressure, and duration and phase numbers
cannot be tested. In a test engine, injectors should be controlled
depending on the operational parameters of the engine (speed,
gas position, etc.).
In alternative fuel studies, the injection system parameters like
pressure, injection advance, and injection character must be con-
trollable. In general, single cylinder diesel test engines have
mechanical unit pump systems and this system have no change-
able parameters. Utilizing common-rail injection instead of
mechanical injection pump can control timing and period. Com-
mon-rail mechanisms provide us to employ efficient and flexible
control schemes on the injection system.
Application of high-pressure injection systems increases
amount of fuel injection per crankshaft angle and also shortens
the ignition delay. Naturally this delay has a minimum value that
cannot be breached. The amount of the fuel injected into cylinder
increases with the pressure till the ignition starts and this leads
to higher levels of NOx and noise. In order to compensate these
problems pre-injection technique is utilized. NOx and noise levels
diminish with this method [14–18]. In addition, high-pressure
injection improves specific fuel consumption and particle emission
levels [19,20].
As a summary, in a test engine advance angle, duration and
number of injections are the parameters subject to be adjusted to
discover best blending ratios of alternative fuels.
In addition, a measurement system is vital to measure torque
output, speed, temperature, airflow rate, combustion pressure
and emissions. The data collected from the system associated with
control parameters and corresponding measurements can be used
for system identification of the test engine and therefore; optimal
operational region would be determined.
In dual-fuel operation, LPG fuel injected with a system located
to the intake port of the DI (direct injection) diesel engine and die-
sel fuel injected directly into the combustion chamber with an
electromagnetic injector before top dead center. All injectors were
controlled by Programmable Logic Controller. In dual fuel mode,
with gas mixed into the air intake while liquid diesel is injected
as normal, but a reduced rate [26].
2. Engine management
The test engine system for alternative fuels consists of three
main parts. First part is the engine and its controller. Second part
is the fuel system including common-rail pressure line and low
pressure fuel line (dual fuel). Finally, the third part is the measure-
ment system that includes all the sensors and transducers, which
provides feedback from all the operational quantities listed above.
A Single cylinder diesel engine is coupled with a DC motor over
a belt pulley mechanism with a ratio of 1:2. A two quadrant driver
is attached to DC motor. In the first quadrant, it operates as a star-
ter motor for the engine and in the second one, as a generator to
load the engine.
2.1. Engine Controller Unit (ECU)
Electronic engine controls based on real time diagnosis of com-
bustion process can significantly help in complying with the
exhaust emission regulations and fuel consumption. Information
on the combustion efficiency may provide a strong tool regarding
engine operation and may be profitably used for closed-loop elec-
tronic engine controls [24,25].
In an electronically controlled engine system a micro-controller
based controller is necessary to collect data and generate necessary
signals to drive the injectors (LPG and diesel) in real-time. Pro-
grammable Logic Controllers (PLC), which particularly developed
for industrial automation, can be utilized for controlling single cyl-
inder engine.
PLC have real-time operating systems, timers and counters cru-
cial for real-time control systems. Another advantage of is that
PLCs are relatively economical resolution for control applications.
PLC, as an ECU, collects data from sensors such as crankshaft enco-
der, pressure and temperature transducers, then generates driving
signals of the injectors. Siemens S7-200 series CPU224 PLC is suit-
able with its 14 digital inputs and 10 digital outputs. An analog
module is attached to the PLC for analog data acquisition [22].
In the PLC used as the controller, there are precision timers for
injection timing, high-speed counters for counting incremental
 A.T. Ergenç, D.Özde Koca / Fuel 130 (2014) 273–278
encoder pulses to achieve crankshaft position and high-speed
pulse generators for injection signals. A TD200 HM interface is uti-
lized for entering the position of virtual gas pedal position, injec-
tion advance angle values and displaying user data such as rpm,
common-rail pressure value. Addition to displaying data, HM inter-
face is used to switch operation modes between constant speed
control mode and injector calibration mode.
An IVO brand incremental encoder, which has 360 lines/rev, is
used to assess the position of the crankshaft. Its zero position is
set to top dead center of piston. TDC is determined by visual mea-
surement of the piston after cylinder head is opened. It is marked
when the piston altered its direction during its reciprocating
motion when both valves (intake and exhaust) are closed. It is
essential to detect exact position of the crankshaft in order to pro-
vide right injection advance angle for the engine. A single degree
offset from the actual crankshaft angle would change the charac-
teristics of the combustion in the engine drastically. Incremental
encoder is connected to two high-speed counters of the PLC to trig-
ger event-based interrupt subroutines in order to generate two dif-
ferent fuel injections with two different injectors. Event-based
interrupt subroutines run when counters reach to preset values.
In the interrupt, pulse width modulated injection signals are gen-
erated from the high-speed output of the PLC. In the time-based
interrupt cycle of the PLC, encoder signals are used to compute
the speed of the engine by the number of the pulses per sampling
time.
2.2. Dual fuel system
Electronically controlled fuel injection system should provide
same performance from the engine, so the duration of injection
of the electromagnetic injector is subject to be correlated with
the SFC. The step after determination of SFC for mechanical injector
is to calibrate the electromagnetic injector for the same operation
regime. Shortly, it is necessary to determine the amount of fuel
injected per time when injector is open. Naturally, the amount is
function of not only injection duration but also common-rail
pressure.
After the mechanical tests, the diesel engine was modified for
dual fuel application. Common-rail fuel injection system (900–
1600 bar of injection pressure) and LPG injection system were
adapted to the test engine. The LPG injector positioned directly
to the upstream of intake valve. Specifications of the test engine
are listed in the Table 1. The test bed is illustrated in Fig. 1.
The pressure of the common-rail (diesel) is generated by a
radial pressure pump with three pistons. In the test bed, the
pump is driven by a 3HP three-phase induction motor. The
diesel fuel supplied from the fuel tank. The LPG fuel system is
more basic than the common-rail. An ordinary LPG tank, LPG
filter, regulator, and a rail were used to supply the LPG to the
injector.
The pressure in common-rail is controlled for the reference val-
ues between 200 and 1600 bars. These values are selected to test
injector behavior and also variation of combustion quality depend-
ing on the pressure. In radial pressure pumps, output pressure is
Table 1
Technical specifications of LDA 450.
Total displacement 454 cm3
Number of cylinders Single
Injection timing (electronically) Changeable – BTDC
Bore 85 mm
Stroke 80 mm
Max. torque at 2200 rpm 28.5 Nm
Max. power at 3000 rpm 7.5 kW
275
High pressure
Diesel pump
Diesel injector
LPG injector
DC Motor
Fig. 1. LPG ınjected PLC controlled single cylinder diesel engine test bed.
controlled via PWM signal, which switches the plungers on and
off. A pressure transducer is utilized for feedback.
2.3. Injector calibration
The common rail injector’s calibration experiments are con-
ducted for 900–1600 bars by 100 bars increments without com-
bustion. In the preliminary experiments, substantial variations of
injection characteristics are recorded depending on fuel tempera-
ture. In order to avoid these variations, a cooler is utilized to keep
the temperature of the fuel below 40 C. Sartorius brand precision
scale is used to measure the weight of the fuel injected for certain
amount of injection duration. For common rail experiment, injec-
tor is triggered 1000 times into a container and the weight of the
diesel is measured.
The LPG injector’s calibration experiments are conducted for
standard pressure at different opening durations. The injector is
triggered several times .The number of LPG injections is counted
at different opening durations to spend 10 g of LPG Fuel.
After the calibration, the relation between the power output
and injection duration is determined. The next step is to establish
control of the engine with a microcontroller-based system.
2.4. Engine control algorithm
It is well known that in diesel engines, combustion occurs when
fuel–air mixture is compressed tightly. The main factors in this
operation are the quality of the fuel–air mixture and compression
ratio. Due to mechanical constraints compression ratios is kept
constant. On the other hand, mixture formation is a parameter that
we can manipulate. In the conventional diesel engines, which have
no turbo charger, there are four parameters that can be controlled;
advance angle, amount of injected fuel, pressure of the injection
and the number of the injection phases. The controller of the test
unit should be able manipulate all these parameters.
As mentioned earlier, a PLC is an economic resolution as a con-
troller. It has all essential units for creating an ECU. It has analog
inputs to read feedback, high-speed counters to detect encoder
outputs for measuring crank-shaft angle, event-based interrupt
capability for injection algorithms, and high-speed digital outputs
for generating PWM (Pulse width modulation) signals for pressure
control and PTO (Pulse train output)) signals for injector control. It
also has real-time clock, which is essential for real-time control
systems [21,22].
The flowchart of the control algorithm is displayed in Fig. 2a.
Injection is started at advance angle from TDC and continued for
276 A.T. Ergenç, D.Özde Koca / Fuel 130 (2014) 273–278

Fig. 2. (a) Diesel engine control algorithm and (b) control and feedback signals.

Fig. 3. Experimental set-up.

 A.T. Ergenç, D.Özde Koca / Fuel 130 (2014) 273–278 277

Power
8
7,8
7,6
7,4
7,2
kW

7
6,8
6,6
6,4
6,2
DİESEL DİESEL+10%LPG DİESEL+%20%LPG DİESEL+%25%LPG

Advance 20 7,11 7,35 7,7 7,81

Advance17 6,82 7,22 7,66 7,64

Fig. 4. Power curves of diesel and dual operations.

an amount of time (injection duration). Both of these values are

controlled. In Fig. 2b, encoder signal for bottom dead center
(BDC), injection signals and pressure in the cylinder is displayed.
Fig. 6. Cylinder pressure variations at 3000 rpm (injection advance 20 BTDC,
The encoder signal from BDC is used, because the high-speed coun-
pressure 1400 bar).
ter is reset at TDC. As it is visible, the inner pressure of the cylinder
increases when the piston reaches to TDC and a spike is observed
with the combustion. It is also noticeable that the pressure declines (4) Torque, speed and pressure of the cylinder are recorded.
with oscillatory behavior, when the piston moves away from TDC Pressure is observed to determine start of knocking. Number
down to bottom. The oscillations occur due to chains of and duration of the injections are used to compute the
combustions. amount of the fuel consumed.

3. Experimental setup
In preliminary experiments, power and torque values are deter-
mined for maximum power and torque output conditions. In cylin-
der pressure measurements were recorded with using Kistler 6011
pressure transducer, Kistler 5011 type charge amplifier and LeCroy
brand digital oscilloscope. Injection, pressure and incremental
encoder signals recorded simultaneously with 0, 1 °CA intervals.
The experimental setup is depicted in Fig. 3.
3.1. Experiment procedure
Experiments are conducted based on procedure explained
below:
(1) Common-rail pressure and advance angle are set.
(2) A speed value is determined and engine speed controller is
set to operate engine at constant speed.
(3) Engine is loaded with DC-motor and until the speed is
decreasing. This point is the operating condition where
engine can generate its maximum torque level for that
speed. If load is increased, speed of the engine decreases
even fuel consumption increases.
As it is noted in the Figs. 4 and 5, output torque (Md), energy
(Ne) is increased even though specific fuel consumption (be)
decreased with the LPG addition. The thermal efficiency of the
engine (ge) increased. It is also obvious that the quality of the com-
bustion is increased with electronic injection.
The test results are analyzed and it was found that, an increase
on performance was observed with the LPG addition. In general,
we obtained maximum power for all the fuels at a spray angel of
20 CA before TDC. When the diesel injection pressure set to
1400 bar, 7.11 kW of power was obtained at 3000 rpm. At the same
engine speed and Injection pressure conditions, diesel + 10% LPG
showed 7.35 kW, diesel + 20% LPG and diesel + 25% LPG showed
7.70 kW and 7.81 kW respectively. However, reducing the injec-
tion advance before the TDC to 17 CA, caused a decrease in the
value maximum power.

Torque
26

25

24
Nm

23

22

21

20
DiESEL DiESEL+10%LPG DiESEL+%20%LPG DiESEL+%25%LPG

Advance 20 22,61 23,4 24,53 24,88

Advance17 21,73 23 24,4 24,34

Fig. 7. Cylinder pressure variations at 3000 rpm (injection advance 17 BTDC

Fig. 5. Torque curves of diesel and dual operations. pressure 1400 bar).
278 A.T. Ergenç, D.Özde Koca / Fuel 130 (2014) 273–278
Fig. 6 compares cylinder pressures during the combustion at the
highest power point for varying rates of LPG addition. It can be
seen from that, the maximum cylinder pressure increases as LPG
supply rate increases. This is due to earlier onset of combustion
[26]. The maximum cylinder pressure raises around 5 bars with
the LPG addition. However, the knocking (oscillate about the mean
value) increased with the addition of LPG as result of higher burn-
ing velocity [16,26].
Fig. 7 compares cylinder pressures during the combustion at the
highest power point for varying rates of LPG addition at a later die-
sel injection. At this test point, the engine control unit retards
injection timing of the diesel fuel. It can be seen from the figure,
the peak cylinder pressure values decreased with the late injection
[1,26,27] The maximum cylinder pressure raises around 2 bars
with the LPG addition.
4. Conclusion
In this study, an experiment test bed is designed and con-
structed to determine optimum operation conditions for alterna-
tive fuels. In this bed, the duration, number of the phases, timing,
number of the injectors and pressure of the injection are con-
trolled. The aim is to determine the effects of controlled parame-
ters on performance of the engine. A commercially available
diesel engine is modified and converted into electronically con-
trolled diesel engine with common-rail injection system and port
fuel LPG injection system. The new injection systems are calibrated
and preliminary experiments are conducted to test the controller.
This new alternative fuel test bed has capabilities of testing the
effects of several parameters as mention throughout the text. A
very important fact about the experimental setup is that a PLC is
utilized as ECU. A PLC is an unorthodox solution for engine control
systems. Nevertheless, it is an economical resolution for a single
cylinder engine based test bed. Besides, establishing algorithms
and debugging of program codes are easier compared to a com-
monly used microcontroller based developing boards. It has advan-
tage of observing the algorithm online while the controller is
running.
It is also shown that an electronic injection system and dual fuel
operations increases the quality of the combustion in the engine
which let us to compare alternative fuels (single or dual) in a more
efficient way. In addition, the LPG sellers are studying on the per-
formance of the compression ignition engine using diesel + LPG or
diesel + LNG (liquefied natural gas) fuels. Starting from this point,
to utilize LPG or hydrogen systems as dual fuel on the engine to
increase the capabilities of the test bed.
Acknowledgment
The test bed system equipments were financially supported by
Yıldız Technical University, Scientific Research Projects
Department.
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