J. Cent. South Univ.

(2012) 19: 1346−1352

DOI: 10.1007/s11771-012-1148-5

Effect of exhaust gas recirculation and intake pre-heating on

performance and emission characteristics of dual fuel engines at part loads

A. Paykani1, R. Khoshbakhti Saray2, M. T. Shervani-Tabar3, A. Mohammadi-Kousha3

1. Department of Automotive Engineering, Iran University of Science and Technology,
Narmak, Tehran 1684613114, Iran;
2. Department of Mechanical Engineering, Sahand University of Technology, Sahand New City, Tabriz, Iran;
3. Department of Mechanical Engineering, University of Tabriz, Tabriz, Iran
© Central South University Press and Springer-Verlag Berlin Heidelberg 2012

Abstract: Achieving simultaneous reduction of NOx, CO and unburned hydrocarbon (UHC) emissions without compromising engine
performance at part loads is the current focus of dual fuel engine research. The present work focuses on an experimental investigation
conducted on a dual fuel (diesel–natural gas) engine to examine the simultaneous effect of inlet air pre-heating and exhaust gas
recirculation (EGR) ratio on performance and emission characteristics at part loads. The use of EGR at high levels seems to be
unable to improve the engine performance at part loads. However, it is shown that EGR combined with pre-heating of inlet air can
slightly increase thermal efficiency, resulting in reduced levels of both unburned hydrocarbon and NOx emissions. CO and UHC
emissions are reduced by 24% and 31%, respectively. The NOx emissions decrease by 21% because of the lower combustion
temperature due to the much inert gas brought by EGR and decreased oxygen concentration in the cylinder.

Key words: dual fuel engine; exhaust gas recirculation (EGR); emission; performance; venturi EGR system

and ignite the flame of the CNG in the combustion

1 Introduction
The concept of using alternative gaseous fuel in
diesel engines has gained worldwide attention.
Increasing fossil fuel prices and the deterioration to
environment have led to the search for alternative fuels
since past several years. Natural gas is one such fuel
available in large quantities in many parts of world at
attractive prices. It is a clean burning fuel as compared to
the conventional liquid fuels like diesel or gasoline. It
has a high octane number and therefore it is suitable for
engines with relatively high compression ratio [1−2]. Its
self ignition temperature is 730 °C and it requires intense
source of energy to enable combustion, i.e. glow plug,
spark plug or pilot liquid fuel. It mixes rapidly with air to
form homogenous air fuel mixture for efficient
combustion inside engine cylinder and substantial
reduction in harmful emissions [3]. There are two
methods for converting diesel engine to utilize natural
gas as the main fuel. The first method is to utilize
compressed natural gas (CNG) fully in diesel engine
(known as the CNG dedicated conversion). In this
method, the engine cylinder head should be changed to
implement an ignition system and a CNG injector. The
second method is the dual-fuel conversion using CNG as
the main fuel and pilot diesel fuel to start combustion
chamber [4].
Dual fuel engine is one of the possible short-term
solutions to reduce emissions from traditional diesel
engines, meanwhile, utilizing an alternative fuel like
natural gas as primary fuel. It consequently results in not
only an interesting technology to meet future emission
regulations, but also a powerful solution to retrofit
existing engines [5]. In this method, natural gas is
premixed with fresh air in the intake manifold, which
then undergoes a multi-point ignition due to the
compression-ignition and combustion of a pilot diesel
fuel spray. Then, flame propagates through the premixed
natural gas mixture. Thus, dual fuel operation with
natural gas fuel can yield a high thermal efficiency
almost comparable to the same engine operating on
diesel fuel at higher loads. However, engine performance
and emissions suffer at low loads when operating in dual
fuel mode [6−7]. During part load engine operation, the
fuel gas supply is reduced by means of a gas control
valve. However, a simultaneous reduction of the air
supply decreases the air quantity induced. Hence, the
compression pressure and the mean effective pressure of
the engine decrease. This would finally lead to a drop in
power and efficiency. One reason for this is resulted from
overall very lean mixtures at low loads.
The lean mixtures ignite very hard and burn slowly [8].

Received date: 2011−07−20; Accepted date: 2011−09−26

Corresponding author: A. Paykani; PhD Candidate; Tel: +98−9397905698; E-mail: a.paykani@gmail.com
J. Cent. South Univ. (2012) 19: 1346−1352
The use of exhaust gas recirculation has been suggested
to improve part load performance and emission
characteristics of dual fuel engines. The exhaust gas
recirculation (EGR) may be used for improving part load
operation and reducing the exhaust emissions of NOx.
Introduction of EGR has combinations of some of these
effects [9]: 1) dilution effect, 2) chemical effect and 3)
thermal effect.
Numerous research works have been carried out to
solve above mentioned issues [8]. Some researchers
investigate the effect of hot and cooled EGR on
performance and emission characteristics of dual fuel
engines at part loads. KUSAKA et al [3, 10] and
DAISHO et al [11−12] studied experimentally the effect
of EGR on combustion and exhaust emission
characteristics of dual fuel engines with the objective of
improving their drawbacks at part loads. It was shown
that hot EGR with high ratios could improve
performance and emission characteristics of these
engines at part loads. ABD ALLA et al [13−15]
conducted some experiments on a Ricardo E6 dual fuel
engine to investigate the effect of pilot fuel quantity and
admission of high ratio of EGR gases on the performance
and exhaust emissions of dual fuel engines at part loads.
The results showed that both of the methods could
improve performance and emission characteristics except
for NOx emission when using larger amounts of pilot fuel.
PIROUZPANAH et al [16] conducted an experimental
study to determine performance and emission
characteristics of an automotive direct injection
dual-fuelled diesel engine. Cooled EGR was used to
resolve the poor light load performance of the engine.
The results showed that at part loads, the application of
EGR could considerably reduce CO and unburned
hydrocarbon (UHC) emissions. PIROUZPANAH et al
[17−18] investigated theoretically the combustion
phenomenon of dual fuel engines at part loads and using
hot EGR to improve the mentioned drawbacks. By
employing this technique, it was found that, lower ratio
of EGR considering its thermal and radical effects had
the positive effect on performance and emission
parameters of dual fuel engines at part loads.
KHOSHBAKHTI et al [19−20] investigated
experimentally the emission and performance
characteristics of a dual fuel engine operating on natural
gas with pilot diesel injection. The results of their work
showed that the ignition delay and combustion durations
shorten sufficiently by increasing EGR ratio and its
temperature to a specified level. Also, CO and UHC
emissions reduce whereas NOx emission increases but
not too much for low ratio of EGR.
This work touches upon investigating the
simultaneous effect of EGR and pre-heating of the inlet
air on performance and emission characteristics of dual
1347
fuel engines at part loads. In order to meet future
emission standards, EGR must be done over wider range
of engine operation, and larger EGR ratio will be needed.
Thus, utilizing a specific device to expand EGR area is
necessary. In this work, the venturi type EGR system was
selected because it is rather effective for expanding the
EGR range up to low engine load conditions.
2 Experimental
An experiment was carried out to investigate the
effect of exhaust gas recirculation and pre-heating of the
inlet air on performance and emission characteristics of
dual fuel engines at part loads. The engine used for the
investigation was a single-cylinder, four-stroke, water
cooled, indirect injection (Lister 8-1) dual fuel engine
which was coupled to a direct current (D.C.)
dynamometer through a torque meter providing both
torque and speed measurements. The technical
specifications of the engine are given in Table 1, and the
schematic of the experimental setup is shown in Fig. 1.
Air flow rate was derived from the measured pressure
drop across an orifice installed on a surge tank. Mass
flow rates of diesel and natural gas fuels were measured
by volumetric flow meters. Temperature of cooling water,
lubricating oil, inlet air and exhaust gas were also
measured to ensure proper engine operating conditions.
The engine is supplied with natural gas obtained from the
local distribution network. The inlet and exhaust air
temperatures were measured by K-type thermocouple
made by Testo Co. Also, EGR line and an electric heater
were designed and manufactured to enter different
amounts of EGR to the intake charge. The exhaust
emissions, HC, CO, CO2 and NOx were measured by
AVL 4000 exhaust gas analyzer.
2.1 EGR system
The EGR system used with the test engine was the
type that exhaust gas was recirculated back into the inlet
Table 1 General specifications of Lister (8-1) dual fuel engine
Item Specification
Type Four stroke
Number of cylinders 1
Combustion system IDI
Bore/mm 114.1
Stroke/mm 139.7
Swept volume/L 1.43
Compression ratio 17.5:1
Max. power/(r·min ) −1
8/850
Injection pressure/MPa 9.17
Injection timing 20 CA BTDC
1348
Fig. 1 Schematic diagram of experimental setup
manifold where it mixes with air and natural gas and gets
diluted with the intake charge which in turn acts as a
diluents and reduces the peak combustion temperature
inside the combustion chamber. It includes a control
valve, pipes and venture, as shown in Fig. 1. To measure
the amount of EGR, the EGR ratio [16] was considered:
 I (CO 2 )
REGR  (1)
O (CO 2 )
where φI(CO2) and φO(CO2) are the volume fraction of
inlet CO2 and outlet CO2, respectively.
2.2 Test conditions examined
After starting the engine on diesel mode, different
performance and emission tests were conducted on the
engine at diesel mode to gain the base diesel engine
performance and emission characteristics at different
loads. Later, the diesel was reduced and the rest of input
energy was supplied by a venturi type mixer installed on
the intake manifold which can introduce sufficient
amount of natural gas fuel to operate engine in dual fuel
mode in various load conditions. During engine tests at
part loads, the amount of EGR which introduced to the
engine increased progressively until the performance and
emission parameters were deteriorated. It is necessary to
mention that the amounts of pilot and natural gas fuels
were kept constant at each set of experiments to evaluate
the effect of EGR on the combustion, performance and
emission parameters.
Total equivalence ratio, , is defined as the ratio of
the mass of the stoichiometric amount of air required for
the combustion of both of the gaseous and the pilot
diesel fuels to the mass of the actual amount of air
J. Cent. South Univ. (2012) 19: 1346−1352
drawn in:
=(14.532mp+16.684mNG)/ma (2)
The gas equivalence ratio,  gas, is defined as the
ratio of the mass of the stoichiometric amount of air
required for the combustion of the gaseous fuel to the
mass of the actual amount of air drawn in:
gas=(16.684mNG)/ma (3)
where ma, mp and mNG are the mass flow rates of air, pilot
and natural gas fuels, respectively.
3 Estimation of uncertainty
Any experimental measurement possesses a certain
amount of uncertainty. The uncertainty in any
measurement may be due to either fixed or random errors.
As the fixed errors are repeatable in nature, they can be
easily accounted for to get the true value of measurement.
However, random errors have to be estimated only
analytically. In this work, we repeated each measurement
five times. These repetitions have been used for the error
analysis of some of the parameters which were
introduced in Table 2 as follows:
1) Outlier excluding the unacceptable measured
values;
2) Standard deviation besides of the average values
to report each parameters error;
3) Calculation of the uncertainty of the parameters
(power, etc.) which contain various measured parameters
using the error values calculated for each of the
measured values.
J. Cent. South Univ. (2012) 19: 1346−1352 1349
Table 2 Average uncertainties of some measured and calculated the mixture, widen its flammability limits and sustains
parameters flame propagation within relatively leaner mixtures [16].
No. Parameter Uncertainty/% The chemical effect is associated with the participation
1 Speed 1.1 of active free radicals present in exhaust gas to enhance
combustion by taking part in pre-ignition reactions.
2 Temperature 0.8
However, this effect causes an increase in thermal
3 Mass flow rate of air 1.7 efficiency. With more EGR substitution, the thermal
4 Mass flow rate of diesel 3.5 efficiency falls. This is due to the dilution effect of the
5 Mass flow rate of natural gas 4.1 EGR used, as it depleted the oxygen present in the
6 Oxides of nitrogen 2.2 combustion chamber [21].
7 Unburned hydrocarbons 2.9
8 Carbon monoxide 3.3
9 EGR ratio 5

4 Results and discussion

In order to study the effects of EGR combined with

intake preheating on performance and exhaust gas
emissions of a dual fuel engine at part loads, according to
Table 3, the experiments were conducted at a constant
engine speed of 730 r/min.

Table 3 Engine tests conditions for intake heating combined

Fig. 2 Variation of brake thermal efficiency with intake mixture
with EGR (Engine speed: 730 r/min, load: 1/5 full load, NG
temperature at constant EGR flow rates (Load: 1/5, NG fraction:
fraction: 75%)
75%)
Intake mixture
Case EGR ratio/%
temperature/K
Figure 3 represents the variation of oxides of
373 nitrogen with intake mixture temperature at constant
13.5 383 EGR flow rates. It can be observed that the NOx
403 emissions decrease as the EGR ratio increases. A
Constant EGR ratio and 425 possible reason is the reduction of oxygen available for
variations of intake combustion, and reduction of peak combustion
mixture temperature 373
temperature due to high specific heat capacity. On the
383
18.5 other hand, the NOx emissions reduce with increase in
420 intake mixture temperature, so, the optimum intake
440 temperature in which the minimum NOx can be achieved
13.5 is 410 K approximately. This can be explained by the
17.5 355 fact that the inert gas included in the recirculated exhaust
Constant intake mixture gas decreases the combustion temperature in spite of
temperature and 19
intake pre-heating. However, NOx emissions tend to
variations of 13.6
EGR ratio increase at high intake mixture temperatures. The
16.5 430 presence of radicals can help to initiate the combustion
19.5 process, especially with the increase of intake mixture
temperature due to mixing with exhaust gases. Although
4.1 Constant EGR percentage and variations of the diluents try to stop the reactions, the combined
intake mixture temperature effects of radicals and intake temperature are dominant.
Figure 2 shows the effects of pre-heating inlet air Hence, the NOx increases with increasing intake mixture
combined with EGR at 75% natural gas fraction and 15% temperature.
of full load. It is clear that remarkable improvements in The variation of unburned hydrocarbons with intake
thermal efficiency are obtained in this case. This is due mixture temperature at constant EGR flow rates is
to the increased intake temperature. The increase of depicted in Fig. 4. The UHC values are considerable for
intake temperatures will accelerate the reaction rates of high EGR ratios. It can be seen that increasing the intake
1350 J. Cent. South Univ. (2012) 19: 1346−1352

Fig. 3 Variation of NOx emission with intake mixture Fig. 5 Variation of carbon monoxide with intake mixture
temperature at constant EGR flow rates (Load: 1/5, NG fraction: temperature at constant EGR flow rates (Load: 1/5, NG fraction:
75%) 75%)

It is well known that duel fuel operation remarkably

produces little smoke emission. Moreover, combustion of
NG produces no particulates, so, the main source is pilot
injection of diesel. Since pilot injection of diesel is small
at low loads, less smoke is produced in this case. With
EGR substitution, there is trade-off of NOx and smoke
emission. With increasing EGR ratio, smoke opacity
increases. This is because of the decrease in the amount
of oxygen present in the combustion chamber with the
substitution of EGR. Therefore, the smoke is not taken
into account in the present work.

4.2 Constant intake mixture temperature and

Fig. 4 Variation of unburned hydrocarbon with intake mixture variations of EGR percentage
temperature at constant EGR flow rates (Load: 1/5, NG fraction: Figure 6 shows the variation of brake thermal
75%) efficiency with different EGR flow rates at constant
intake mixture temperatures. The brake thermal
mixture temperature has a beneficial effect in reducing efficiency decreases slightly with increasing EGR flow
unburned hydrocarbon emissions. One reason for this is rate at both constant intake temperatures. The reduction
that a portion of the unburned gases in the exhaust from
the previous cycle is recirculated and burned in the
succeeding cycle. On the other hand, increasing intake
mixture temperature decreases ignition delay and results
in improvements in combustion process. At low loads,
the flame cannot propagate successfully, which leads to
the increase in the UHC emissions.
The variation of carbon monoxide with intake
mixture temperature at constant EGR flow rates is shown
in Fig. 5. The CO variation follows a close trend with
increase in intake mixture temperature resulting in
decrease in CO emission. The main reason for this trend
is perhaps due to overcoming the positive effects of EGR
(i.e. thermal and radical effects) on its negative effects
(i.e. chemical effect) [22]. Also, the high EGR ratios Fig. 6 Variation of brake thermal efficiency with different EGR
create a hotter environment, which makes the flow rates at constant intake mixture temperatures (Load: 1/5,
combustion to improve. NG fraction: 75%)
J. Cent. South Univ. (2012) 19: 1346−1352 1351
in thermal efficiency is due to the EGR that results in
deficiency in oxygen concentration in combustion
process at part loads and larger replacement of air by
EGR. The higher specific heat capacity of both CO2 and
H2O and high flow rates of EGR reduce the average
combustion temperature in the combustion chamber,
resulting in the brake thermal efficiency to reduce.
Figure 7 depicts variation of oxides of nitrogen with
different EGR flow rates at constant intake mixture
temperatures. The NOx emissions reduce with increase in
EGR ratio at constant intake mixture temperatures. The
combustion temperature and local oxygen concentration
are dominant parameters for NOx formation. The
presence of inert gases in the combustion chamber
reduces the peak combustion temperature, and also it Fig. 8 Variation of unburned hydrocarbon with different EGR
replaces the oxygen in the combustion chamber. As a flow rates at constant intake mixture temperatures (Load: 1/5,
result of reduction in both parameters, the NOx decreases NG fraction: 75%)
with EGR. However, at high EGR ratio, NOx emissions
tend to increase. It can be due to the negative effects of
EGR that may overcome its positive effects.

Fig. 9 Variation of carbon monoxide with different EGR flow

Fig. 7 Variation of oxides of nitrogen with different EGR flow
rates at constant intake mixture temperatures (Load: 1/5, NG
fraction: 75%)
The variation of unburned hydrocarbon with
different EGR flow rates at constant intake mixture
temperatures is shown in Fig. 8. It can be seen that, UHC
emissions are lower at high intake mixture temperatures,
whereas increasing EGR ratio causes a drop in unburned
hydrocarbon emissions. One reason for this is that the
presence of radicals in the recirculated exhaust gases can
help to initiate the combustion process, especially with
the increase of intake charge temperature due to mixing
with exhaust gases.
The variation of carbon monoxide with different
EGR flow rates at constant intake mixture temperatures
is depicted in Fig. 9. It is obvious that CO emission is
lower at high intake mixture temperatures, while
increasing EGR flow rate results in a decrease in carbon
monoxide emissions. This is due to the fact that the EGR
rates at constant intake mixture temperatures (Load: 1/5, NG
fraction: 75%)
combined with high intake mixture temperatures create a
hotter environment, which accelerates the reaction rates
of mixture and as a result, makes the combustion
improved. However, CO emission tends to increase at
high EGR ratios. Also, this may be due to the partial
replacement of oxygen in inlet air by inert gas, which
results in deficiency in oxygen concentration.
5 Conclusions
1) Constant EGR ratios combined with variation of
intake mixture temperature can favorably increase brake
thermal efficiency; however, it can be observed that, by
employing high ratio of EGR at a constant temperature,
thermal efficiency deteriorates.
2) Reasonable ratio of EGR along with intake
pre-heating decreases unburned hydrocarbons as well as
carbon monoxide emissions and reduces nitrogen oxides
due to the presence of higher levels of diluted gases.
1352
3) Constant intake mixture temperatures combined
with variation of EGR ratio result in large reductions in
thermal efficiency and engine emissions.
4) By employing low ratio of EGR in comparison
with high ratio of EGR at a constant temperature,
thermal and radical effects of EGR may overcome its
dilution effects and vice versa.
5) From the above point of view, EGR combined
with pre-heating of inlet air reduces NOx, unburned
hydrocarbon and CO emissions without deteriorating
engine thermal efficiency.
Acknowledgement
This research is financially supported by Tabriz Oil
Refinery Company, Iran.
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