Journal of KONES Internal Combustion Engines 2003, vol.

10, No 1-2

DUAL FUEL ENGINE FUELLED WITH ETHANOL

AND DIESEL FUEL
Andrzej Kowalewicz
Technical University of Radom
Al. Chrobrego 45, 26-600 Radom
tel. (+48 48) 3617643, fax (+48 48) 3617644
e-mail: [email protected]
Zbigniew Pajczek
Scania Polska S.A.
Stara Wie k/Nadarzyna
Al. Katowicka 316, 05-830 Nadarzyn
tel. (+48 22) 3560174, fax (+48 22) 3560171
e-mail: [email protected]

Abstract
Keywords: ethanol, diesel fuel, thermal efficiency, emissions
Investigation of the possibility of dual fuelling of compression ignition (CI) engine with diesel fuel and
additionally with ethanol, which is injected into inlet manifold, was carried out. Due to physico-chemicals
properties of ethanol, such as: poor lubrication properties, poor miscibility with diesel fuel in presence of water,
corrosion and chemical degradation of engine materials neat ethanol and diesel fuel ethanol mixture cannot
be used in CI engines. Investigation was carried out on one-cylinder, direct injection CI engine with modified
inlet duct for injection of ethanol. Investigations showed that:
energy ratio of ethanol to diesel fuel up to over 50% may be applied,
engine thermal efficiency increased, with the increasing load,
soot emission was decreased dramatically already for small amount of injected ethanol,
emission of greenhouse gas (CO2) was decreased with increasing amount of ethanol,
NOx emission was decreased for small load but for high load is kept at the same level as when the engine is
fuelled only on diesel fuel.
Optimization of the energy ratio of both fuels and injection timing of diesel fuel is being carried out.

1. Introduction
In the last years the worldwide interest in application of alternative fuels, especially these
fabricated from biomass, may be observed. Such a fuel is ethyl alcohol (ethanol), which may
be made from corn, sugarcane and biomass. Neither neat ethanol nor ethanol-diesel fuel
mixtures cannot be applied to CI engines due to its physico-chemical properties (table 1) as
low cetane number, low lubricity, weak mixing with diesel fuel in the presence of water and
degradation of lubricating oil. It also causes corrosion.
Scania CV AB company experimentally fuelled its city buses with mixture of diesel fuel and
ethanol, but only 5% of ethanol by volume [4].
In this paper the possibility of application of ethyl alcohol to CI engines was undertaken.
Experiments were carried out in Politechnika Radomska. Ten years ago the project on diesel
engine fuelled with evaporated methyl alcohol as a main fuel and diesel fuel as a pilot ignition
fuel was developed [5]. Methanol entered to the cylinder as a gas, where was burnt, do not

giving occasion to corrosion of cylinder liner [6]. In the present work ethanol was injected to
inlet port, where it evaporated (beginning of its injection had no influence on engine
operation) and entered to the cylinder as a vapour.
Table 1. Physico-chemical properties of diesel fuel and ethanol used in experiment [1 .. 3]
Property
Diesel fuel
Ethanol
Chemical formula (n=12,32)
Molecular weight
Density @20oC, kg/m3
Calorific value, MJ/kg
Calorific value of stechiometric mixture with
air, MJ/m3
Heat of evaporation, kJ/kg
Temperature of selfignition, K
Stechiometric air/fuel ratio, kg air/kg fuel
Lower flammability limit l
Higher flammability limit h
Kinematic viscosity, mm2/s
Octane number
- motored
- research
Cetane number
Flame temperature, K

CnH1.8n
~170
840 - 880
~42,5
3,66 3,83

C2H5OH
46
789
26,8
3,85

270
~500
14,5
0,98
0,19
2,97

840
665
9,06
2,06
0,30
1,4

~3
45 - 55
-

94
111
8
2235

The idea of such fuelling system is as follows: diesel fuel droplets after self ignition will
ignite ethanol vapour which together with them burns much more quickly than droplets in air.
This will result in higher rate of heat release and due to that higher thermal efficiency and
some emissions, especially soot.
The main objectives of the present work were as follows:
to investigate, whether the ethanol may be used as an alternative fuel for CI engines
to examine the system of dual fuelling and the benefits of its application from the point of
view of efficiency and emission.
Preliminary investigations were very promising and proved that these objectives may be
fulfilled.
2. Engine test stand
For experiment a test stand shown in Figure 1 was prepared. Main part of it is onecylinder 1 HC 102 diesel engine.
Engine torque was measured by means of an eddy-current dynamometer Vibrometer
3WB15. Diesel fuel consumption was measured with the use of automatic dose meter PG-80.
Ethanol dose per cycle was measured indirectly with the use of measured time of opening of
injection nozzle. Air flow was measured with the use of a flow meter installed on the air tank
which reduced pressure pulsations.
Pressure transducer AVL8QP505 ca. was inserted in the cylinder head for measuring the
pressure-time history in the cylinder with the use of high speed measurement system worked
out Department of Internal Combustion Engine and Automobile [8]. For exhaust gas analysis,
especially CO, CO2, HC, AVL DiGas 465 analyser was used. NOx emission was measured by
Beckman analyser Model 951.

Figure 1. Test stand

3.

Course of investigation

Investigation was carried out for constant speed n=1800 rpm and two loads 20Nm and 40Nm
for three injection timings of diesel fuel: 25, 30 and 35 deg CA BTDC and different energy
ratio pf ethanol to both fuels. Measurements points were chosen in such a way, that the
comparison of engine parameters and emission could be obtained for the same load but for
different proportion of diesel fuel to ethanol. For comparison of both fuelling system (i.e.
standard and dual fuelling), investigation was carried out in the case when the engine was
fuelled with diesel fuel only. Dual-fuel engine as an object of experiments is shown in Figure
2.
Atmospheric parameters
n=const
Emission

Air
Fuels

Engine

Fuel energy consumption

Pressure in engine cylinder

Ethanol energy
Diesel fuel
ratio of both fuels inj. timing

Load

Changeable parameters

Figure 2. Engine as an object of investigations

4. Results and discussion

4.1 Introduction
Results of investigation have been shown mainly for the middle range of engine speed i.e. for
n=1800rpm.
4.2 Performance
Engine thermal efficiency depends on engine load:
- for low load is almost constant and independent of injection angle of diesel fuel
(Figure 3).
- for high load increases with increasing energy ratio of ethanol to both fuels (Figure 4).
Optimal injection timing of diesel fuel was 35 deg CA BTDC.

efficiency

Engine thermal efficiency

load M=20 Nm, n=1800 rpm
0,34
0,32
0,30
0,28
0,26
0,24
0

0,1

0,2

0,3

0,4

0,5

energy ratio of ethanol to both fuels

alfa DF 30 deg.

alfa DF 25 deg.

alfa DF 35 deg.

Figure 3 Engine thermal efficiency for load M=20Nm

Engine thermal efficiency
load M=40 Nm, n=1800 rpm.

efficiency

0,40
0,35
0,30
0,25
0

0,1

0,2

0,3

0,4

energy ratio of ethanol to both fuels

alfa DF 30 deg.

alfa DF 25 deg

alfa DF 35 deg.

Figure 4. Engine thermal efficiency for load M=40Nm

4.3 Emissions
As far as emissions are concerned, the following results were obtained:
Smoke level decreases with increase the energy ratio of ethanol to both fuel for all
injection timings of diesel fuel and for both low and high load, Figure 5 and Figure 6.

smoke level [% ]

Smoke level
M=20Nm, n=1800 rpm
15
10
5
0
0

0,1

0,2

0,3

0,4

0,5

energy ratio of ethanol to both fuels

alfa DF 30 deg.

alfa DF 25 deg.

Figure 5. Smoke level for small load

alfa DF 35 deg.

smoke level [%]

Smoke level
M=40Nm, n=1800rpm

66
46
26
6
0

0,1

0,2

0,3

0,4

energy ratio of ethanol to both fuels

alfa DF 30 deg.

alfa DF 25 deg.

alfa DF 35 deg.

Figure 6. Smoke level for high load

Greenhouse gas emission decreases with increasing of the energy ratio of ethanol to
both fuels for all injection timings of diesel fuel and for both low and high load, Figure
7 and Figure 8.

CO2 emission [%
vol]

Greenhouse gas emission

M=20Nm, n=1800rpm

6
5
4
0

0,1

0,2

0,3

0,4

0,5

energy ratio of ethanol to both fuels

alfa DF 30 deg.

alfa DF 25 deg.

alfa DF 35 deg.

Figure 7. Greenhouse gas emission for low load

Greenhouse gas emission

M=40Nm, n=1800rpm
CO2 emission [%
vol]

10
9
8
7
0

0,1

0,2

0,3

0,4

energy ratio of ethanol to both fuels

alfa DF 30 deg.

alfa DF 25 deg.

alfa DF 35 deg.

Figure 8. Greenhouse gas emission for high load

NOx emission with increase of the energy ratio of ethanol to both fuels :
o decreases for low load (Figure 9).
o is approximately constant for high load and depends strongly on injection
timing of diesel fuel (Figure 10).
Optimal injection timing of diesel fuel was 25 deg CA BTDC.

NOx emission [ppm]

NOx emission
load M=20Nm, n=1800 rpm

1300
1100
900
700
500
300
0

0,1
0,2
0,3
0,4
0,5
energy ratio of ethanol to both fuels
alfa DF 30 deg.
alfa DF 25 deg.
alfa DF 35 deg.

Figure 9. NOx emission for low load

NOx emission
[ppm]

NOx emission
load M=40Nm, n=1800 rpm.

1600
1100
600
0

0,1

0,2

0,3

0,4

energy ratio of ethanol to both fuels

alfa DF 30 deg.

alfa DF 25 deg.

alfa DF 35 deg.

Figure 10. NOx emission for high load

As far as carbon monoxides and hydrocarbons emissions are concerned, they are not so
advantageous as smoke level, greenhouse gas and nitric oxide. For example CO emission
(shown in Figure 11 and Figure 12) in general increases with energy ratio of ethanol to both
fuels.

CO emission [% vol]

Carbon monoxide emission

M=20Nm, n=1800rpm

0,3
0,25
0,2
0,15
0,1
0,05
0
0

0,1

0,2

0,3

0,4

0,5

energy ratio of ethanol to both fuels

alfa DF 30 deg.

alfa DF 25 deg.

alfa DF 35 deg.

Figure 11. CO emission for low load

CO emission [% vol]

Carbon monoxide emission

M=40Nm, n=1800rpm
0,25
0,2
0,15
0,1
0,05
0

0,1

0,2

0,3

0,4

energy ratio of ethanol to both fuels

alfa DF 30 deg.

alfa DF 25 deg.

alfa DF 35 deg.

Figure 12. CO emission for high load

HC emission is shown in Figure 13 and 14. For energy ratio of ethanol to both fuels lower
than 0,2 is almost constant but for higher increases.

HC emission [ppm]

Hydrocarbons emission
M=20Nm, n=1800rpm
325
275
225
175
125
75
25
0

0,1

0,2

0,3

0,4

0,5

energy ratio of ethanol to both fuels

alfa DF 30 deg.

alfa DF 25 deg.

Figure 13. Hydrocarbons emission for low load

alfa DF 35 deg.

HC emission [ppm]

Hydrocarbons emission
M=40Nm, n=1800rpm
70
50
30
10
0

0,1

0,2

0,3

0,4

energy ratio of ethanol to both fuels

alfa DF 30 deg.

alfa DF 25 deg.

alfa DF 35 deg.

Figure 14. Hydrocarbons emission for high load

4.4 Combustion characteristics

Combustion time of dual fuelling is shorter than combustion time of neat diesel
fuelling. For example, fraction fuel burnt vs CA and relative rate of heat release are
shown in Figure 15 and 16, respectively.
1
0.96
0.92
0.88
0.84

0.8
0.76
0.72

Mass fraction of fuel burnt

0.68
0.64

0.6
0.56
0.52
0.48
0.44

0.4
0.36
0.32
0.28
0.24

DF
DF
DF
DF

0.2
0.16
0.12
0.08

only
+ ethanol dose 0,104 kJ/cycle
+ ethanol dose 0,241 kJ/cycle
+ ethanol dose 0,552 kJ/cycle

0.04

0
350

352 354 356 358

360

362 364 366 368

370

372 374 376 378

CA [deg]

380

382 384 386 388

390

392 394 396 398

400

Figure 15. Mass fraction of fuel burnt for M=40Nm, n=1800rpm, alfa DF 30 deg BTDC
100
96
92
88
84

80
76

DF
DF
DF
DF

relativerateof heat release

72
68
64

60

only
+ ethanol dose 0,104 kJ/cycle
+ ethanol dose 0,241 kJ/cycle
+ ethanol dose 0,552 kJ/cycle

56
52
48
44

40
36
32
28
24

20
16
12
8
4

0
350

352 354 356 358

360

362 364 366 368

370

372 374 376 378

CA [deg]

380

382 384 386 388

390

392 394 396 398

400

Figure 16. Relative rate of heat release for M=40Nm, r=1800rpm, alfa DF 30 deg BTDC

5.

Maximum combustion pressure depend on the energy ratio of ethanol to both fuels
and on the load:
o for low load is the highest for diesel fuel only and decreases with increase of
the energy ratio of ethanol to both fuels.
o for high load increases with increase of the energy ratio of ethanol both fuels
and is the highest for maximum (ethanol to both fuels energy ratio).
Conclusions

For all conditions of experiment, shown in table 2, obtained results lead to the following
conclusions:
Ethanol may be a good additional fuel to CI engines when being injected into inlet
port in a proper proportion to diesel fuel.
Brake fuel conversion efficiency of the dual fuel engine is better than pure diesel
engine.
Dual fuelling results also in decrease of some emissions as NOx, smoke level and
greenhouse gas.
Ratio of ethanol to diesel fuel may be optimized from any point of view (efficiency or
any toxic component of exhaust gases).
Injection timing of diesel fuel may also be optimized. The most promising seems to be
35 deg CA BTDC for best efficiency and 25 deg CA BTDC for NOx emission.
References
[1] Heywood J.B., Internal combustion engine fundamentals, McGraw Hill Co., New
York, 1988.
[2] Measurements carried out at Politechnika Radomska and at Central Laboratory of
Petroleum Warsaw 2003.
[3] Kowalewicz A., Fundamentals of combustion processes (in Polish), Science and
Technology Publ. House, Warsaw 2000.
[4] Boman G., Ethanol buses strengthen image, Scania World no 2, 2001.
[5] Kowalewicz A., Luft S., Analysis of combustion in compression ignition engine
fuelled with methanol vapour, Archiwum Combustionis, vol 14 (1994) no 3-4
[6] Kowalewicz A., Gola M., Evaluation of durability of cylinder liner-piston of
Ciengine fuelled with methanol vapour (in Polish), 22nd International Scientific
Conference on Combustion Engines KONES96, Zakopane 1996.
[7] Kowalewicz A., Pawlak G., Pajaczek Z., Preliminary investigation of diesel engine
with additional injection of ethyl alcohol, Journal of KONES, vol 9 no 3-4, 2002
[8] Rycki A., Measurement system for high-speed parameters, work of Politechnika
Radomska, 1995
This project is sponsored by Polish National Commetee of Scientific Research under the grant no 5 T12D 026 24.