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Chapter

Compressed Bio Gas (CBG) in

Diesel Engine
Hasan Köten

Abstract

In this chapter, as an alternative to conventional engines, compressed biogas

(CBG)-fueled compression ignition (CI) engine was evaluated. Biogas fuel is con-
siderably economic due to the local product fuel compared to that of CNG and LPG
fuels for many countries. In addition, due to the higher octane rate, biogas is con-
siderably adaptable for the diesel engines. In this issue, CBG diesel-fueled engine
was investigated using full geometry 3D computational fluid dynamics (CFD)
simulations including intake and exhaust ports were used in optimization process
to get the optimum design parameters of the CBG-diesel engine. Usage of CBG fuel
in the optimized CBG engine without any constructive change in cylinder block will
considerably decrease the cost. During the engine design, one-dimensional (1D)
and three-dimensional (3D) CFD codes and multi-objective optimization code were
employed by coupling codes. CBG and diesel fuels were defined as leading reactants
using user-defined code in dual-fuel diesel engine modeling. CBG and diesel mass
flow rates, start of pilot diesel fuel injection, compression ratio, valve timing, and
engine speed were defined as input variables in different engine loads and evaluated
about 20,000 cases to define the proper operating conditions. CBG-diesel engine
and significantly lower NOx emissions were emitted under dual-fuel operation for
all cases compared to single-fuel mode at all engine load conditions. Moreover,
CBG-diesel engine provided superior performance in reductions of NOx and
particulate matter (PM) emissions.

Keywords: CBG, biogas, CFD, emission, diesel engine

1. Introduction

This chapter is intended to give an overview of the CBG-fueled diesel engine

performance and emission characteristics. The optimum design parameters of the
CBG-diesel dual-fueled engine were studied using CFD techniques and experi-
mental work. Also the motivation for IC engine research is presented, and the
combustion process for the SI and CI engine was shortly overviewed. In addition to
that, new alternative combustion concepts for CI engines were discussed, and the
research background and objective of the present work were presented. CBG fuel
air mixture is compressed in a PPCI mode in achieving its simultaneous ignition
by pilot diesel fuel inside the combustion chamber to get the best performance and
emission results.
Part load, especially direct injection systems used to perform partially premixed
charge, allows for optimized fuel consumption and a low level of emissions. During

1
Diesel and Gasoline Engines

like this process, the engine has quite more homogeneous air fuel mixture and low
in-cylinder temperature which caused lower NOx emissions. Also, the use of a pilot
injection has become an effective way for reducing combustion noise.
In PPCI, combustion concepts have been recently developed with the purpose
to strive the problem of the high emission levels of conventional direct injec-
tion diesel engines. A good example is the PPCI combustion, a strategy in which
early fuel injections are used, causing a burning process in which more air fuel
is burned in premixed conditions, which affects combustion performance and
exhaust emissions.
Experimental studies due to the extreme conditions inside a typical IC engine
such as high combustion temperatures and pressures, precipitation of PM, other
combustion products, etc. are sometimes limited in approaching exhaust emission
problem. However, CFD software offers the opportunity to carry out and optimize
repetitive parameter studies with clearly defined boundary conditions in order to
investigate various configurations.
In this book, effects of dual-fuel combustion characteristics were investigated
on the combustion performance and the reduction of exhaust emissions for a
CI engine fueled with CBG-diesel dual fuel. Different approaches for alterna-
tive diesel combustion systems are also investigated by CFD and optimization
software. This combustion system is investigated in homogenous CBG fuel air
mixture with early and late pilot diesel injection strategy.

2. Usage of CBG fuel in diesel engine

The intention of this investigation is to find out the effects of CBG-diesel dual-
fuel combustion characteristics on the CI engine performance. The rate of heat
release (ROHR) and other performance parameters were investigated in different
modes of combustions. Moreover, combustion performance and indicated mean
effective pressure (IMEP), exhaust gas temperature, and also the concentrations
of PM, NOx, HC, CO, and CO2 exhaust emissions were also investigated under
various engine operating conditions to compare the exhaust emission and engine
performance of single-fuel and CBG-diesel fuel modes experimentally and numeri-
cally. Within this framework, the combustion processes and performance of a
commercial four-cylinder, turbocharged compression ignition engine are analyzed
and improved the exhaust emission values of the engine by proposing some modifi-
cations for advance mode of combustion system by using CFD and multi-objective
optimization codes.
In accordance with this purpose, first;

• Overall thermodynamic cycle simulation for one cylinder,

• In-cylinder fluid motion,

• Including inlet, exhaust manifold and valves are analyzed in 3D.

Therefore,

• To perform a detailed analysis in-cylinder cold flow,

• Fuel spray atomization,

• The combustion and emissions are investigated numerically and experimentally.

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Compressed Bio Gas (CBG) in Diesel Engine
DOI: http://dx.doi.org/10.5772/intechopen.82206

Second part of this work included optimization for an advance combustion

mode needed for the following parameters:

• Valve timing.

• Compression ratio.

• Pilot diesel fuel injection timing was optimized.

Lastly, selected cases which were optimized by CFD and multi-objective opti-
mization code analyzed and compared with existing experimental single-fuel and
CBG-diesel dual-fuel diesel engine combustion performance and exhaust emissions.
In this project, methodology was designed to accomplish the objectives
described in objective parameters.
The first task was to carry out an overall and critical research of available litera-
ture in the dual-fuel diesel engine field. This review was done to fully understand
the progress of dual-fuel combustion process in this particular field of research; also
this is aided with the identification of issues/areas of further research.
The survey considered published books, journals, and papers. It was broadened
to consider information published on the Ohio State University database and on the
Center for Automotive Research Laboratories.
Full geometry model: After the study of the commercial CFD software documen-
tation, some applications were carried out to aid with the meshing of the geometry.
Simulation: A preliminary simulation in commercial CFD software was carried
out in order to build confidence levels, since combustion of spray droplets involves
complex models both of pilot diesel fuel and CBG fuel injectors. The main simula-
tions were divided into four main configurations as follows:

• Cold flow (no liquid fuel)

• Air/liquid spray mixture

• Combustion simulation using turbulence-controlled eddy breakup

• Dual-fuel combustion simulation using non-premixed and partially premixed

model

For each model, these five turbulence models were investigated (k-ε/high
Reynolds, k-ε/RNG, k-ε/Chen, k-ε/Speziale/high Reynolds, and k-ε/Standart/High
Reynolds models). The method adopted for this simulation generally follows the
steps outlined in commercial CFD software studies.
The analysis of the results was based on the post-processed data from all analy-
ses carried out. In combustion modeling, two leading reactants CBG and diesel
fuel are defined by using user-defined code. The predicted results by commercial
CFD code were compared with each other. Detailed specifications of engine were
summarized in Table 1. CBG fuel properties and operating conditions are given in
Tables 2 and 3.

2.1 Computational grid

The engine that is modeled is a commercial four-cylinder 1.5 l light-duty diesel

real engine. The geometrical specifications of the engine, as well as the engine’s
original valve timings, are summarized before chapter. The computational grid is

3
Diesel and Gasoline Engines

Engine parameters Value

Type 4 Cylinder-four stroke

Bore × stroke 76 × 80.5 mm
Connecting rod length 131.2 mm
Displacement 1461 cm3
Compression ratio 18.25:1
Max. lift (exhaust) 10.1 mm
Max. lift (intake) 9.7 mm
Operating speed 2000 rpm
Maximum power 48 kW at 4000 rpm
Maximum torque 160 Nm at 2000 rpm

Table 1.
Engine specifications.

Properties Value

Chemical formula Mixture

CH4 65–70% by volume
CO2 25–35% by volume
H2 1–2% by volume
Self-ignition temperature 630–810°C
Lower heating value 26 MJ/kg
F/A ratio 0.058
Octane number 135
Density 0.79 kg/m3

Table 2.
Properties of CBG fuel.

RPM 2000 rev/min

Test fuels Diesel and CBG

Single fuel Diesel

Dual fuel Diesel + CBG

Gas injection pressure 0.3 MPa

Gas injection type Port injection

Injected gas mass 30 mg/cycle

Pilot diesel injection pressure 13 MPa

Start of injection 120, 18 0CA bTDC

Table 3.
Operating conditions.

given in Figure 1. The mesh domain has about 700,000 elements at TDC. A finer grid
could include the top-land crevice. In addition, a crevice model could be introduced
in commercial CFD software, in order to simulate flow in the crevices and blow-by.
Nevertheless, even though the low-temperature regions are not captured well, com-
mercial CFD software can still provide reasonable predictions for the bulk tempera-
ture in the cylinder and the overall temperature and composition distributions.

4
Compressed Bio Gas (CBG) in Diesel Engine
DOI: http://dx.doi.org/10.5772/intechopen.82206

Figure 1.
Example of volume mesh.

In the CFD simulations before the experimental work, combustion chamber

including intake and exhaust ports and valves was modeled in the development
software. Mesh elements reached 1,700,000 at the BDC. In order to initialize the
run, the pressure and the temperature in the cylinder at the start of the calculation
were adjusted. Heat transfer and other physical models were selected according to
real engine operating conditions. Complete combustion products were also defined
using the user-defined code.

3. Results and discussions

3.1 Dual-fuel engine spray modeling

Recent researches show that it is possible to decrease the emissions considerably

by modifying the geometrical sub-systems of the engine that affect the turbulence
generation and spray formation. It is important to define the proper turbulence
model in diesel CFD studies in terms of the exact representation of the combus-
tion phenomenon. During these studies, a lot of turbulence models have also been
analyzed to select the proper turbulence model for diesel combustion. In an attempt
to improve the predictive ability of the standard k-ε models, a number of alterna-
tives have been offered. Among them the RNG k-ε model [18, 19], anisotropic k-ε
model of Speziale [15], Morel and Mansour version of the k-ε model [10], Chen’s
k-ε model [3], and the k–ω model of Wilcox are well-known [17]. The RNG k-ε
model turbulence has been used in order to predict the compressed turbulence in IC
engines.
In this investigation, combustion is modeled via a new combustion model
(ECFM-3Z) developed at IFP and 1D thermodynamic model. Wiebe function for 1D
approximation and ECFM for 3D CFD solution were used to carry out combustion
modeling. ECFM-3Z is the member of the coherent flame model (CFM) family, and
it is extended to nonhomogeneous turbulent premixed and unpremixed (diffu-
sion) regions. In dual-fuel mode, extra definitions analyze the conventional diesel
combustion and partially premixed compression ignition (PPCI) cases. In a diesel
combustion, NOx formation is an important challenge instead of other emissions
such as smoke which is gas and carbon mixtures. Conglomeration of carbon par-
ticles calls as PM, and dust airborne particles call as a particulate matter (PM). They

5
Diesel and Gasoline Engines

are produced during incomplete combustion process. Real engine geometry was
remodeled to find out dual-fuel flow structure inside the combustion chamber. In
dual-fuel engine cases, air and CBG fuel mixture was ingested into the combustion
chamber, and it was ignited with pilot diesel fuel at the end of compression stroke.
First injector was located on the intake port as a main fuel CBG using cylindrical

Figure 2.
CBG-fueled diesel engine mesh structure.

Figure 3.
3D NOx emission contours for SF case3 at TDC in +Y direction.

6
Compressed Bio Gas (CBG) in Diesel Engine
DOI: http://dx.doi.org/10.5772/intechopen.82206

coordinate system as shown in Figure 2. Second injector for pilot diesel fuel was
retained on the cylinder head. Injector hole diameter, cone angle, hole number, start
of CBG fuel injection, and duration were entered on the CFD code.
Because of the shifting of combustion event to earlier side, this causes the
increase of negative operating conditions for a conventional diesel engine. These
trends are regarded as typical problems of injection strategies and injection rates
that lower the thermal efficiency and increase the incomplete combustion products
such as the HC and CO emissions [6–9, 11–14, 16, 20].
The effects of the engine load and dual-fuel combustion mode on the NOx
emissions with different engine configurations were shown in Figure 3. NOx emis-
sions showed a strong dependence on the type of combustion at constant injection

Engine type Single-cylinder direct injection diesel engine

Engine speed 2000 RPM
Valves per cylinder 2

Bore 86 mm
Stroke 76 mm
Injection system Common-rail

Number of nozzle holes 4

Nozzle diameter 0.170 mm

Valve overlapping 39 CAD and 19 CAD

Compression ratio 17.6
Start of injection 18 CAD bTDC

Table 4.
Specification of modified dual-fuel combustion chamber.

Figure 4.
Soot emission contours for SF case3 at TDC.

7
Diesel and Gasoline Engines

timing. The peaks of the NOx emissions occurred on the single-fuel cases at the
same operating conditions. When the CBG fuel was increased, the NOx forma-
tions reached undetectable levels. This is due to the prolonged the ignition delays
and premixed fuel/air mixture. In the dual-fuel modes, lower NOx formations
were obtained compared to that of the conventional cases. The modified dual-fuel
combustion chamber parameters are listed in Table 4.
1D, 3D, and multi-objective optimization codes were employed for single-diesel
fuel (dodecane) and dual-fuel (CBG-diesel) cases. Case1, case2, case3, case4, and
case5 were investigated at 20, 40, 60, 80, and 100% engine loads, respectively
for both single fuel and dual fuel. Soot emissions and combustion characteristics
of engine can be seen in Figures 4 and 5. The combustion pressures and rates of
heat release (ROHR) for the single-fuel mode with diesel fuel in a constant engine
speed of 2000 (rev/min) were provided in Figure 6. The figures showed similar
patterns for combustion pressure and ROHR at different engine loads. The combus-
tion pressures and ROHRs increased for both fuels, since engine load increased at
constant engine speed. At low engine load (20%), the peak pressure and also heat
release were slightly lower than other cases as depicted in Figure 6a. The lower
diesel fuel consumption (2.14 kg/h) resulted in the decrease on the combustion
performance. In the 60% load, shown in Figure 6a, the pressure is Pmax = 8.4 MPa,
and peak heat release was obtained compared to CBG-diesel case, Pmax = 8.3 MPa.
Simultaneously, a greater indicated mean effective pressure (IMEP) was resulted
for the conventional diesel-injected fuel mass reached 5.3 kg/h. In Figure 7, NOx
and soot emissions are given in detail.

Figure 5.
Combustion characteristics at different engine loads. (a) Single-fuel (dodecane) cases and (b) dual-fuel
(CBG-dodecane) cases.

8
Compressed Bio Gas (CBG) in Diesel Engine
DOI: http://dx.doi.org/10.5772/intechopen.82206

Figure 6.
Effect of fuel types on rate of heat release inside cylinder at 60% engine load.

Figure 7.
NOx and soot emissions for single- and dual-fuel cases versus CA. (a) NOx emissions and (b) soot emissions.

In terms of the ignition delay, conventional diesel combustion has shorter time
due to the air fuel mixture process. Ignition ability in a diesel engine is mainly rely-
ing on caffeine and physical fuel properties such as structure of fuel composition,
density, bulk module, cetane number, oxygen content, and aromatic content of the
fuel. Meanwhile, the oxygen amount of the air fuel mixture plays an important role
in short ignition delays. Engine parameters such as SOI need to adjust for different

9
Diesel and Gasoline Engines

operating conditions. Additionally, the diesel fuel used in the works has a long
carbon chain, and it has important role for the short ignition delay. CO2, HC, and
CO concentrations were shown in Figure 8a–c for single- and dual-fuel cases at
various engine loads [5].

Figure 8.
Exhaust emissions for single- and dual-fuel cases with different engine loads. (a) Unburned HC; (b) CO;
(c) CO2.

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Compressed Bio Gas (CBG) in Diesel Engine
DOI: http://dx.doi.org/10.5772/intechopen.82206

3.2 Optimization for CBG combustion

In final simulation, compression ratio of simulated engine was reduced from

18.25:1 to 17.6:1 by widened engine bore diameter to keep more heat inside the
cylinder due to the lower heating value of CBG fuel. According to optimization
results, larger and smaller valves overlapped engines more suitable for CBG-diesel
dual-fuel combustion. Because of the surface to volume ratio effect on combustion
temperature, heavy-duty dual-fueled CI engines have better results on combustion
performance and unburned HC emissions than light-duty dual-fueled CI engines.
Real engine geometry cases have low thermal efficiency due to the valve overlap
characteristics of conventional diesel engines. Valve overlap process facilitates
scavenging between the intake and exhaust valves. However, in dual-fuel com-
bustion, valve overlapping caused an increase in unburned HC emissions due to
leaving of unburned CBG-diesel air fuel mixture from cylinder. At the same time,
low valve overlap for dual-fuel CI engine caused incomplete combustion inside
the combustion chamber due to the insufficient scavenging process. Valve overlap
values also were optimized in final CFD simulation. Because of compression ratio
effects on temperature and pressure during the compression phase, the engine
compression ratio has an influence on the autoignition phase of the combustion: a
reduction prolongs the air/fuel mixing process before combustion. In optimization
study, compression ratio was limited in 19:1 due to the knock phenomenon during
the compression stroke of CBG-air mixture. Higher compression ratio resulted in
lower power due to the autoignition of air fuel mixture. Different works [1, 2, 4]
studied on experimental single-cylinder engines showed this significant advantage.
Another optimization parameter is SOI for modified dual-fuel engine geometry.
In dual fuel-modified engine geometry cases, SOI was reduced to about 18° CA
bTDC by optimization study due to the late ignition delay of CBG-air fuel mixture.
Single-fuel cases have low ignition delay compared to that of the CBG-diesel dual-
fuel combustion as seen in ignition delay figure. In single-fuel cases, diesel fuel has
higher cetane number, and this allowed faster combustion than dual-fuel engine
cases. Optimized dual-fuel engine cases resulted in better combustion performance
by changing SOI, compression ratio, modified engine size, and valve overlap values.
The peaks of pressure and temperature values occurred in DF case6 and DF
case7 cases which have lower valve overlap, 19° CA. Therefore, these two cases have
indicated that the high temperature reaction (HTR) occurs at around
1200–1300 K. Calculated peak gas temperature for reduced valve overlap cases as
shown in Figure 9a was 1790 K such as conventional single-fuel diesel combustion;
also these cases have lower CO formation and slightly higher NOx formation but
quite under acceptable emission standards.
As the valve overlap reduced, the peaks of heat release in-cylinder pressure
and temperature rapidly increased, and the initiating timings of the reaction were
also fastened. In real engine geometry cases, the ignition delay was very long, and
ignition had begun very late after pilot started at 12° bTDC. After SOI started at 18°
bTDC and valve overlap reduced to 19° CA in optimization study, this led to sig-
nificant development in engine performance and better combustion control during
combustion for CBG-diesel dual-fuel cases. In addition to engine performance
development, CO emissions were decreased to very low levels by means of exact
combustion. NOx emissions resulted in higher DF case6 and DF case7 than other
DF cases, but these NOx emission values are very low in regard to international
emission standards. Similarly, PM emissions resulted in better optimized DF case6
and DF case7 than other DF cases and kept in a reduction trend. Furthermore, it can
be said that CBG fuel was burned effectively in regard to other cases (Figure 9f)
especially for DF case7 which has 19o CA valve overlap value. Besides valve overlap

11
Diesel and Gasoline Engines

Figure 9.
Effects of valve timing on the dualfuel combustion performance. (a) In-cylinder calculated temperature;
(b) In-cylinder calculated pressure; (c)NOx emissions; (d) CO emissions; (e) soot emissions; and ( f) total fuel
mass.

Figure 10.
Effect of single and dual fuel combustion mode on the ignition delay.

value, optimization results showed that larger CI engines which have big surface
to volume ratio have better combustion performance according to light-duty CI
engines. It can be concluded that CBG-diesel dual-fuel process with these optimiza-
tion parameters is more proper for heavy-duty CI engines (Figure 10).

12
Compressed Bio Gas (CBG) in Diesel Engine
DOI: http://dx.doi.org/10.5772/intechopen.82206

4. Conclusion

In this chapter, the engine performance and emission results were studied and
compared for the conventional diesel and CBG-diesel dual-fuel operations. CBG
and diesel fuels were defined as leading reactants by writing user-defined code. In
this work, conventional diesel combustion and dual-fuel pilot diesel combustion
were examined. Obtained differences in the results between SF and DF are the
result of fuel mixture ratios in the calculation, and this affects the efficiency of
the engine. Combustion time is calculated by the software according to chemical
compounds and gradients. Fuel ratio can be seen in Table 5. International emission
standards were taken into consideration in the studies for the wide automotive
market, and further studies can be evaluated the next regulations. Although CO2
is an inert gas in the mixture of air fuel, it is expected that CO2 ratio affects the
emissions. However this is due to the mixture of biogas formation. Higher cetane
number of diesel and the faster injection timing shortened the ignition delay, and
this reduction is related to a decrease in fuel-rich zone throughout the combustion
process.
Due to the volumetric efficiency, in the dual-fuel case concentrations, CO emis-
sions were considerably higher than others under all test conditions. In the dual-fuel
cases, CBG gas fuel is replaced by air which causes more CO emissions. The con-
centrations of CO2 emissions for dual-fuel cases are obtained under those regarding
single-fuel diesel combustion modes. In terms of the ignition delays, conventional
diesel combustion exhibited better performance with respect to CBG-diesel cases
because of the overall specific heat capacity and oxygen rate. Also, exhaust gas tem-
perature has lower value in dual-fuel cases. BSFC and PM results have better value
in the CBG-diesel dual-fuel cases. More oxygen rate in single-fuel cases allowed
more CO emissions to oxidize into CO2 and resulted in higher concentrations of CO2
emissions.

Case # CBG rate (kg/h) Diesel fuel (kg/h) Engine load (%) SOI CA
SF case1 — 2.12 20 −12

SF case2 — 3.13 40 −12

SF case3 — 5.22 60 −12

SF case4 — 8.54 80 −12

SF case5 — 11.44 100 −12

DF case1 2.27 1.62 20 −12

DF case2 2.33 2.63 40 −12

DF case3 2.61 4.37 60 −12

DF case4 2.76 6.48 80 −12

DF case5 3.25 7.88 100 −12

Table 5.
Case studies.

13
Diesel and Gasoline Engines

Author details

Hasan Köten1,2

1 Mechanical Engineering Department, Istanbul Medeniyet University, Istanbul,

Turkey

2 CEDPS, Brunel University, United Kingdom

*Address all correspondence to: [email protected]

© 2020 The Author(s). Licensee IntechOpen. Distributed under the terms of the Creative
Commons Attribution - NonCommercial 4.0 License (https://creativecommons.org/
licenses/by-nc/4.0/), which permits use, distribution and reproduction for
non-commercial purposes, provided the original is properly cited.

14
Compressed Bio Gas (CBG) in Diesel Engine
DOI: http://dx.doi.org/10.5772/intechopen.82206

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