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International Journal of JOURNAL OF MECHANICAL ENGINEERING AND INTERNATIONAL Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print),

, ISSN 0976 6359(Online) Volume 3, Issue 2, (IJMET) (2012), IAEME TECHNOLOGY May-August

ISSN 0976 6340 (Print) ISSN 0976 6359 (Online) Volume 3, Issue 2, May-August (2012), pp. 817-828 IAEME: www.iaeme.com/ijmet.html Journal Impact Factor (2012): 3.8071 (Calculated by GISI) www.jifactor.com

IJMET
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PERFORMANCE OPTIMIZATION AND EMISSION REDUCTION OF A DIESEL GEN-SET USING DUAL FUEL DIESEL-LPG CONTROLLER
Arjun Chopra1 and Gandhi pullagura2 1, 2, Department of Mechanical Engineering, Lovely Professional University, Jalandhar (India). arjunchopra01@yahoo.co.in1, gandhipullagura@gmail.com2

ABSTRACT
Different experimental studies were carried out to evaluate the performance and emission characteristics of a Dual fuel Diesel Gen-set using Diesel and Dual fuel modes. The experimental results have been obtained on various Diesel-LPG modes at different loads (0%, 20%, 40%, 60%, 80%, 100% and 120%) at constant speed (1500 rpm). Compared to 100% Diesel at full load, optimum value of Brake Thermal Efficiency (BTE) and Brake Specific Fuel Consumption (BSFC) were observed to improve by 31% with (68%-32%) diesel-LPG mode. Exhaust gas emissions; namely NOX, CO2 and Smoke reduced by 30%, 48% and 29% at full load respectively with the use of (68%-32%) diesel-LPG mode. After scrutinizing the results, a Dual fuel DieselLPG controller (DLC) was developed for optimizing the performance on different loads (20% to 120%) without making any modifications in the engine design. With DLC it was possible to maximize fuel economy along with minimizing emission pollutants. Keywords: Dual fuel, Diesel-LPG mode, Diesel-LPG controller 1. INTRODUCTION

There is an urgent need for a sustainable alternative fuel to alleviate the energy crisis. For the past two decades, efforts have been made to use various alternative fuels such as Ethanol, Methanol, CNG, LPG, Biogas, Hydrogen etc along with conventional gasoline or diesel fuels to run the Spark Ignition (SI) engine or the Compression Ignition (CI) engine on Dual fuel mode. Figure 1 shows an overview of the alternative fuel strategies tried so far to evaluate engine performance for emission control. LPG fuel has proven its commercial acceptability in vehicles due to lower total vehicle operating cost, safety and widespread network of LPG distributors and refueling.[1] Benefits of using LPG are both economical and environmental.[2] The developments mainly remained focused towards the improvement in vehicles engine performance, emissions and fuel security. It has been reported that minor modifications are required to run a diesel engine on Dual fuel mode with LPG with poor efficiency at low loads along with higher emissions of CO and un-burnt hydrocarbons. [3] The Dual fuel mode in Diesel engine requires a small amount of LPG to be introduced in the combustion chamber through the air inlet manifold [4-5], Combustion of Diesel fuel leads to flame propagation

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 2, May-August (2012), IAEME
and thus it ignites LPG [6]. More Diesel at low loads is better for the improvement of Brake Thermal Efficiency (BTE) [7-8], Other than performance enhancement, emissions like NOX and Smoke are reduced significantly with the use of Dual fuel (Diesel-LPG). At low loads, BTE of a Dual fuel Diesel-LPG engine can be improved with the help of a heating element like a glow plug in combustion chamber but it requires a complicated process to make modifications in the existing design of the engine [9], Addition of LPG in diesel engine helps to improve the performance along with decreasing the cost but there is an increase in NOX emissions.[10-11], Adding additives like Di-Ethyl Ether (DEE) helps to improve the ignition quality of LPG but DEE caused the problem of rapid combustion with severe engine knock, It may damage the engine parts at higher loads; thus, affecting the engine performance[12]. Acute power shortage in several states in India has resulted in large proliferation of small diesel generator sets in the medium to large cities causing severe air pollution problem in the shopping and residential areas. However, there are no quantitative studies to assess their impact on air quality. To combat this problem, the Central Pollution Control Board (CPCB), Ministry of Environment & Forest, Govt. of India has notified emission regulations for the generators (0 to19kW output) from the year 2000/01[13]. The purpose of the present study is thus, to experimentally analyze the emission and performance analysis of a small diesel engine Gen-set operated on diesel and Dual (Diesel-LPG) modes. Different set of experiments were conducted to optimize the DieselLPG mode with a Dual fuel controller and a retrofitted LPG kit but without any modifications to the engine for the Dual fuel Gen-set. 2. LPG FUMIGATION PROCESS

Injection of a gaseous or liquid fuel into the intake air stream of an engine is called fumigation. The alternate gaseous fuel burns and becomes a partial contributor to the main power producing fuel. Figure 2 shows the LPG fumigation on CI engines. A Diesel fuel inlet nozzle is used for the injection of gaseous fuel to the CI engine. [14] In Diesel engines, partial fumigation is done since complete replacement is not worthwhile because of starting problem of the engine with LPG fuel. For Diesel engines Dual fuel fumigation is considered as a better worthwhile technology and it is relatively easy to convert a Diesel engine to Dual fuel operation because no or very less engine modifications are required to convert a Diesel Gen-set on Dual fuel mode.

Fig.2 LPG Fumigation in a Diesel Engine Injecting LPG into the combustion chamber promotes complete combustion of Diesel by reducing the ignition delay. LPG itself does not ignite because of high temperature (above 400 C), but compare to LPG Diesel has a low ignition temperature about (250 C). Thus the Diesel ignites first at the end of compression stroke which causes LPG to combust. LPG in turn increases the flame propagation thus reducing ignition delay. The important properties of Diesel and LPG fuels are given in Table1.

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 2, May-August (2012), IAEME
Tab.1 Properties of Diesel and LPG Properties Formula Density kg/m3 Boiling point C Cetane number Auto ignition Temp C Calorific value (kJ/kg) 3. Diesel C8 to C20 0.833 163 40-55 242-257 41800 LPG 60% Butane, 40% Propane 0.600 at 15 C -220C -----410 49742

DUAL FUEL (DIESEL-LPG) CONTROLLER

The Dual fuel Diesel-LPG Controller (DLC) works on the principle of current transformer. When current is passed through the primary coil i.e., alternator; voltage propositional to the alternator current is induced in the secondary winding i.e., Current to voltage converter (I/V convector). The core of the converter has been made out of laminated silicon steel sheets to reduce the effect of eddies. This voltage is then sent to the rectifier through the diodes. The function of the rectifier is to convert alternating voltage into direct voltage. The converted direct voltage has some alternating component which was nullified with the help of a capacitor. Direct voltage from capacitor was then sent to relay. The relay consisted of (NC) Normally Closed and (NO) Normally Open circuit. The DLC system was designed to activate the LPG solenoid valve when the load reached 2000W and it got deactivated when the load on the Dual fuel Gen-set is reduced below 2000W. But a provision has been made in the DLC circuit to set the cut off load as per the requirements. Figure 3 shows the schematic diagram of the DLC.

Fig.3 The schematic diagram of Dual fuel Diesel-LPG Controller 1. Engine 5. Rectifier 9. Eliminator(12VDC) 2. Alternator 6. LPG tank 10. Capacitor 3. 7. I/V Converter Relay 4. 8. Load Solenoid valve

4.

EXPERIMENTAL SETUP AND PROCEDURE

Modification to the Gen-set had been made in such a way that the Gen-set runs on 100% diesel and also on Dual fuel mode with LPG and diesel. For idling, the Gen-set has to be operated on 100% diesel. The

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 2, May-August (2012), IAEME
Dual fuel Gen-set was made to run on Dual fuel mode by connecting LPG to the intake manifold with the help of retrofitted LPG kit. The kit consisted of an LPG tank, vaporizer and a coolant circulation system. The LPG kit required 12V DC for its operation. This was provided with the help of 12V-3A DC eliminator. The cut off load was controlled with the help of DLC at 80% of load. The schematic layout of the experimental set up is shown in Fig.4. Five gas analyzer and AVL 437C smoke meter were used to measure emission parameters from exhaust manifold of the engine. The specifications of the engine used are illustrated in Table 2. Tab. 2 Specifications of engine used General details Single Cylinder, four stroke, air cooled, compression ignition , constant speed, direct injection 80 mm 110 mm 16.5:1 3.7 KW

Bore Stroke Compression ratio Rated output

Rated speed

1500 rpm

Initially, the engine was tested using diesel at loads 0%, 20%, 40%, 60%, 80%, 100%, and 120% to measure the engine operating characteristics and pollutant emissions. The test was conducted on five different Diesel-LPG modes i.e., (84%-16%), (76%-24%), (68%-32%), (60%-40%), and (52%-48%) to find the optimize Diesel-LPG mode. Diesel-LPG modes were selected by the mass fraction of Diesel and LPG (Z) which is defined by Eq1.

LPG mass (1) 100 LPG mass + Diesel mass Where Z = 0% means Diesel operation Z = 16%, 24%, 32%, 40% means the LPG mass fraction in the Dual fuel mode Through the initial experiments, it was found that the LPG fuel is beneficial only at higher loads thus the cut off at 80% was selected through the DLC in Diesel-LPG mode. Z=

Fig.4 The schematic diagram of experimental set up 1. 5. Diesel Engine Weight meter 2. Alternator 3. D-L Controller 4. Load

6. LPG tank 10. Diesel control valve

7. LPG kit 11. Exhaust gas analyzer

8. Air flow

9. Diesel Tank

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 2, May-August (2012), IAEME

5.

RESULTS AND DISCUSSION

A comparative performance analysis has been made to determine the suitability of LPG for Dual fuel mode in the diesel engine Gen-set. A higher value of BTE and a lower value of BSFC are better for achieving maximum performance from an engine. Thus in the present study, the objective function for deciding the optimized Diesel-LPG mode has been carried out as per Eq.2. For dual fuel operation, hydrogen fuel, at a constant flow rate of 4 lpm were supplied through a flame arrester and flame trap and finally it was admitted into the intake pipe (at a distance of 40 cm from the intake manifold) where it mixed with air and this hydrogenair mixture was inducted into the engine cylinder [15]. Optimized D-L mode = {Max BTE; Min BSFC}
[5.1] Performance of Dual fuel Gen-set without Dual fuel controller 5.1.1 Brake specific fuel consumption

(2)

Figure 5 shows that variation of BSFC with load is almost similar for all the Diesel-LPG modes. A maximum BSFC was observed at (52%-48%) diesel-LPG mode. Average BSFC was more by 10.8% than on 100% Diesel. At all other DieselLPG modes i.e., (84%-16%), (76%-24%), (68%-32%) and (60%-40%), the BSFC improved by 11%, 8.3%, 11% and 6% respectively. The best results were observed at (68%-32%) dieselLPG mode. Reason for improved BSFC on Diesel-LPG modes for the same output as delivered by 100% Diesel was due to the reduction in fuel consumption with the use of different DieselLPG modes.

1400 1200 1000 800 600 400 200 0 0 20 40 60 80 Load% 100 120

100% Diesel (84%-16%) D-L (76%-24%) D-L (68%-32%) D-L (60%-40%) D-L (52%-48%) D-L

BSFC (g/kW-hr)

Fig.5 BSFC against load at different Diesel-LPG modes


5.1.2 Brake thermal efficiency

Figure.6. shows that the pattern followed by the entire Diesel-LPG modes is almost similar. Brake thermal efficiency of Gen-set running on 100% Diesel gradually increased from 8% to 23% from 20% load to 80% load and then decreased to 22% and 20% on peak load and overload respectively. It was observed BTE was less than that on 100% Diesel at low loads. The Lowest BTE was on (52%-48%) diesel LPG mode. Average BTE on this mode was less by 21% than on 100% diesel. At all the other DieselLPG modes i.e., (84%-16%), (76%-24%), (68%-32%) and (60%-40%), the BTE improved by 16%, 15.4%, 20% and 8.5% respectively. The best results were observed at (68%-32%) diesel-LPG mode on higher loads.

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 2, May-August (2012), IAEME

35 30 BTE(%) 25 20 15 10 5 0 0 20 40 60 80 100 Percent full load(%) 120 100% Diesel (84%-16%) D-L (76%-24%)D-L (68%-32%) D-L (60%-40%) D-L (52%-48%) D-L

Fig.6 BTE against load at different Diesel-LPG modes


5.1.3 Smoke emissions

Figure.7. shows that the pattern followed by the entire Diesel-LPG modes is almost similar. The highest smoke was observed on 100% Diesel nearly 95 HSU. At all the other DieselLPG modes i.e., (84%16%), (76%-24%), (68%-32%), (60%-40%), and (52%-48%) the average smoke emissions was lower by27%, 28%, 32% and 27% respectively. Reason for reduction in smoke emission could be because LPG has a lower carbon/ hydrogen ratio.

120 100 Smoke (HSU) 80 60 40 20 0 -20 0 20 40 60 80 100 120 Percent full load(%)

100% Diesel (84%-16%) D-L (76%-24%) D-L (68%-32%) D-L (60%-40%) D-L (52%-48%) D-L

Fig.7 Smoke emissions against load at different Diesel-LPG modes


5.1.4 NOX emissions

Figure.8. shows that the pattern followed by the entire Diesel-LPG modes is almost similar. The highest NOX (1150ppm) was on 100% Diesel At all the other DieselLPG modes i.e. (84%-16%), (76%-24%), (68%-32%), (60%-40%), and (52%-48%) the average NOX emissions were lower by 14.4%, 29%, 41%, 54% and 64% respectively. Reason for reduction in NOX emissions could be the cooling effect produced by LPG in the combustion chamber which in turn decreased the NOX emissions.

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 2, May-August (2012), IAEME

1400 1200 1000 NOx(ppm) 800 600 400 200 0 -200 0 20 40 60 80 100 120 Percent full load(%)

100% Diesel (84%-16%) D-L (76%-24%) D-L (68%-32%) D-L (60%-40%) D-L (52%-48%) D-L

Fig.8 NOX emissions against load at different Diesel-LPG modes


[5.2] Performance of Dual fuel Gen-set using Dual fuel controller

Through the performance and emission results it became evident that Diesel-LPG modes gave better output performance at higher loads but at lower loads (up-to 30%), use of 100% Diesel is beneficial. From all Diesel-LPG modes, the best results were obtained using (68%-32%) diesel-LPG mode. Thus the experiments were conducted on the test rig on Diesel-LPG mode at 2000W or 80% load.
5.2.1 Fuel consumption

Figure 9 shows results obtained using Dual fuel controller compared with results on 100% Diesel fuel consumption on 100% diesel varied from 0.12g/s on 0% load to 0.33 on 120% load. For Dual fuel mode the fuel consumption varied from 0.12g/s on no load to 0.2g/s on full load. It may be because gaseous fuel increase the turbulence inside combustion chamber due to which flame propagation is better which causes reduction in delay period.

Fig.9 Variation in Fuel consumption with Load


5.2.2 Brake specific fuel consumption

Variation of BSFC against load is shown in Fig.10. Brake horsepower and brake specific fuel consumption were calculated for evaluating the engine performance using Dual fuel DLC and 100% diesel. BSFC decreased with increase in engine load. For 100% Diesel (BSFC) varied from 1122 (gm/kW-hr) to 412 (gm/kW-hr) for 100% Diesel and for Dual fuel controller it varied from 1119 gm/kW-hr to 258 (gm/kW-hr) from no load to overload condition. Improvement in BSFC is because of reduction in fuel combustion for same

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 2, May-August (2012), IAEME
output as compare to 100% Diesel.

1200 BSFC(g/kW-hr) 1000 800 600 400 200 0 0 20 40 60 80 100 120 Percent full load(%)
Fig.10 Variation in BSFC with Load
5.2.3 Brake thermal efficiency

100% Diesel

Diesel-LPG controller

The variation of brake thermal efficiency against load is shown in Fig.11. The DLC assisted operation improved the efficiency by 31% on full load. Brake thermal efficiency ranges from 8% to 23% maximum on 80% load but in case of 100% diesel, it ranged from 8% to 32%. Similar results were shown by P. Vidaya-balan [11].

35 30 25 BTE(%) 20 15 10 5 0 0 20 40 60 80 100 Percent full load(%) 120 Diesel-LPG controller 100% Diesel

Fig.11 Variation in BTE


5.2.4 NOX emissions

Figure 12 illustrates the variation of NOX emission with load. With Dual fuel D-L controller there was a reduction in NOX emissions at higher load the reduction in NOX emission observed on 80%, 100%, 120% load was 26%, 29%, 30%. Similar results on NOX were shown by Rao.

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 2, May-August (2012), IAEME

1400 1200 NOx(ppm) 1000 800 600 400 200 0 0 20 40 60 80 100 120 140 Percent full load (%)
Fig.12 Variation in NOX
5.2.5 Smoke emissions

100%Diesel

Diesel-LPG controller

Variation of the smoke emission against load is illustrated in Fig.13. Smoke emissions on 100% Diesel were high and were found nearly 95 HSU but when the engine was made to run using Dual fuel D-L controller emissions dropped to 64 HSU on 100% load. P. Vidaya-balan [9] and Rao[9] showed similar results for smoke emissions.

120 100 Smoke(HSU) 80 60 40 20 0 -20 0 20 40 60 80 100 Percent full load(%)


Fig.13 Variation in Smoke
5.2.6 Carbon dioxide emissions

100% Diesel

Diesel-LPG controller 120

Variation in CO2 levels for Diesel-LPG mode operation with different percentage of Dual fuel is shown in Fig 12. It can be observed that the CO2 emissions with 100% Diesel operation ranges from 1.4 % by volume at no load to 4.8% at full load whereas in the case of Dual fuel controller, the average CO2 emissions was lower by 30% respectively. With the use of Dual fuel CO2 decreased on all the load percentages for different Diesel-LPG modes of fuel. Reason for reduction in CO2 for LPG operation compared to Diesel operation can be due to lower carbon to hydrogen ratio of LPG. D.H. Qi et al.[3] results were similar to the results as shown in Fig.14.

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 2, May-August (2012), IAEME

6 5 CO2(%VOL) 4 3 2 1 0 0 20 40 60 80 100 Percent full load(%) 120 Diesel-LPG controller 100% Diesel

Fig.14 Variation in CO2


5.2.7 Carbon monoxide emissions

The variation of CO emissions at various loads for Diesel-LPG modes is shown in Fig 13. It can be observed that the production of CO emissions is lower in Diesel-LPG operations, at high load. CO emission on 100% Diesel ranges from 0.16%Vol to .12%Vol where as in case of Dual fuel DLC it ranges from .16%Vol. to .09 %Vol. The reason for reduction in CO emission is the higher temperature at high loads which produces high turbulence and thus increasing the flame velocity. D.H. Qi et al.[2] results were in trend with Fig.15.

0.18 0.16 0.14 0.12 0.1 0.08 0.06 0.04 0.02 0 0 20 40 60 80 100 120 Percent full load(%)
Fig.15 Variation in CO

100% Diesel

CO(%Vol)

Diesel-LPG controller

5.2.8 Hydrocarbon emissions

Figure 16 shows the variation of hydrocarbon emission against load. Hydrocarbon emissions increased a small extent on Dual fuel controller. It ranges from 31ppm to70 ppm where as incase of 100% diesel it ranges from 28ppm to 41ppm. Increase in HC emissions is because of LPG fuel mixture is scavenged outside from the cylinder in the overlap period of the valves of the engine.

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 2, May-August (2012), IAEME

90 80 70 60 50 40 30 20 10 0 0 20 40 60 80 100 120 140 Percent full load(%)


Fig.16 Variation in HC

HC(ppm)

100% Diesel

Diesel-LPG controller

5.2.9 Cost analysis

Comparative cost analysis has been made between 100% Diesel and Dual fuel DLC for the optimum recommended fuel blend and diesel as shown in Fig.15. The fuel consumption for DLC is low from 80% load onwards. Fuel consumption on DLC was observed to be Rs 26, Rs 29 and Rs 32 which was less as compared to Diesel on 80%, 100% and 120% load. The cost price of Diesel has been assumed to be Rs 34.87/liter and that of LPG is Rs 35.19/liter.
50 45 40 35 30 25 20 15 10 5 0 20 40 60 80 100 120

100% Diesel

Rs/hr

Diesel-LPG controller

Percent full load(%)


Fig.17 Fuel consumption cost comparison
6. CONCLUSIONS

A Diesel Gen-set can be made to run on Dual fuel with LPG and Diesel without any modifications in engine design. 1. Improvement in efficiency and reduction in fuel consumption has been seen up to (60%-40%) Diesel-LPG modes. But at (68%-32%) D-L mode better performance has been observed. 2. An increase of 30% in BTE was observed at full load with DLC. 3. Overall 34% reduction in NOX and 28% reduction in smoke were observed during the experiment. 4. An overall 12.5% reduction in CO emissions was observed at all loads. 5. The fuel cost saving is between 10 to 34% from 80 to 120% load.

Acknowledgements

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 2, May-August (2012), IAEME
The first author wish to thank Professor MoinUddin, the Director of National Institute of Technology, Jalandhar for granting the financial assistance from the institute funds to carry out post graduate research in the department of Mechanical Engineering. Gandhi Pullagura as Asst Professor in lovely professional University for the help render during preparation of manuscript REFERENCE [1] H.E. SALEH, Effect of variation in LPG composition on emissions and performance in a dual fuel diesel engine [J]. Fuels, 2008, 87(13-14):3031-3039. [2] D.H. QI, Y.ZH. BIAN, ZH.Y. MA, CH.H. ZHANG, SH.Q. LIU, Combustion and exhaust emission characteristics of a compression ignition engine using liquefied petroleum gas-Diesel blended fuel[J], Energy Conversion and Management,2008,48(2):500 -509. Y.E. MOHAMED, M.S. SELIM, H.E. RADWAN, H.E. SALEH, Improving the performance of dual fuel engines running on natural gas/LPG by using pilot fuel derived from jojoba seeds[J], Renewable Energy,2008,33(6):1173-1185. D.T. HOUNTALAS, R.G. PAPAGIANNAKIS, Development of a simulation model for direct injection dual fuel Diesel-natural gas engine [M].SAE Transactions, 2000. R.G. PAPAGIANNAKIS, D.T. HOUNTALAS, Experimental investigation concerning the effect of natural gas percentage on performance and emissions of a DI dual fuel Diesel engine[J].Applied Thermal Engineering, 2003,23(3):353-365. G. KARIM, A review of combustion process in the dual- fuel engine the gas diesel engine [J], Progressive Energy combustion Science.1980,6 (3):277-285. M.P. POONIA, Experimental investigation of the factors affecting the performance of a LPG-Diesel dual fuel mode [M].SAE Transactions, 1999. M.P. POONIA, Experimental investigation on the performance of a LPG-Diesel dual fuel engine [D], XV National Conference on I.C Engines and Combustion, 1997, 1:117 -122. P.VIDAYA-BALAN, G. NAGARAJAN, Performance and combustion of LPG Diesel dual fuel Engine using glow plug [J]. Jordon Journal of Mechanical and Industrial Engineering, 2009,3(2):105-110.

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