1. CONVERSION OF DIESEL ENGINE INTO DUAL FUEL ENGINE
Project Guide: Mr. Apurva
Project Members: Ankur Gupta, Ansh Singhal, Tulika Shrivastav, Naman Verma, Anand Verma

2. Project Summary Introduction What we achieved out of it ?
Basics of our project
Working of the Engine
Results of our Project
Present & the Future

3. introduction
It is an experimental Project which identifies the scope of utilization of compression ignited and spark ignited fuels in a single Engine
The compression Ignition properties of fuels(liquid) like diesel is utilized to Ignite fuels(gaseous) like LPG and then power the engine

4. WHAT WE
ACHIEVED OUT OF IT ?

5. advantages
The Diesel Engines can be changed into a gas Operating engines thus it can create a cost effective way of adopting new technology
This approach decrease the variation in different fuel costs to create a uniformity in different fuel prices that stabilizes economy dependence on fuels
Environment friendly because of a scope to replace diesel and LPG with bio diesel and biogas

6. BASICS
OF OUR PROJECT

7. DIESEL CYCLE DIESEL ENGINE RUNS ON DIESEL CYCLE
Diesel Engine works on Compression Ignition
Diesel Engine intake air from inlet manifold

8. DUAL FUEL CYCLE DUAL FUEL ENGINE RUNS ON THIS CYCLE
Dual Fuel Engine works on Compression Ignition
Dual Fuel Engine Intake air lpg mixture

9. DIESEL SPECIFICATIONS
COMPARISON OF FUELS
DIESEL SPECIFICATIONS
LPG SPECIFICATIONS
DENSITY at 15oC, kg/ m
COPPER Strip corrosion for 3hr at 100oc : Not worse than No. 1
Auto Ignition Temperature: 210 deg. C
Total sulphur(8), mg/kg, Max 500
Diesel is a yellowish color fluid
DENSITY to 15 deg. C
COPPER Strip corrosion at 38 deg. C for one hour : not worse than no 1.
Auto Ignition Temperature : deg. C
Total volatile sulphur by percentage : 0.02
LPG is a colorless and odorless gas

10. WORKING
OF THE ENGINE

11. INTRODUCTION OF AIR-GAS MIXTURE
AIR-FUEL MIXTURE ENTERS COMBUSTION CHAMBER DURING SUCTION
INTAKE MANIFOLD IS MODIFIED FOR ADMISSION OF AIR-FUEL MIIXTURE
A PRESSURE OPERATED VALVE IS PRESENT THAT HELPS IN ADMISSION OF AIR-GAS MIXTURE AT APROPRIATE PRESSURE

12. INJECTION OF DIESEL
DIESEL IS INJECTED INTO COMBUSTION CHAMBER DURING COMPRESSION
DIESEL IS INJECTED AT THE END OF COMPRESSION STROKE AT THE TIME OF ENGINE
THIS INJECTION OF DIESEL IS DONE BY A CAM OPERATED MECHANISM

13. Engine Specifications
Power: 7.5 KVA
Generated: 16 HP
Cooling: water cooled(forced pump type)
Fuel Injection: direct fuel Injection system
Nozzle: MFI Nozzle 89112(3 holes aligned at 60 degree)
Lubrication System: Splash lubrication
Radiator: multiple cylindrical tube type Radiator

14. RESULTS
OF OUR PROJECT

15. 100% Diesel MODE S. No Speed(rev/min) Torque(N-m) Power(KW) 1 458
141.1
6.8 2
523
133.6
7.3 3
560
126.5
7.4 4
487
135.4
6.9

16. lpg+ 20% diesel mode S. No Speed(rev/min) Torque(N-m) Power(KW) 1 320
134.3
4.5 2
385
119.0
4.8 3
285
130.6
3.9 4
360
122.0
4.6

17. 100% gas mode
Some best results were obtained when LPG was being used for powering of the engine
It was observed that the engine run on 100% gas mode.
The working of the engine at 100% gas mode was possible because of attainment of Self-Ignition Temperature
There was a decrease in speed in direct gas mode( rpm)
There was also a substantial decrease in the knocking sound produced during engine operation

18. PRESENT
&
THE
FUTURE

19. Future scope of improvement
Engine need to be further tested on various testing rigs
Knocking produced in the engine could be reduced
Further technological advancement can decrease the diesel to LPG usage in engine
It’s potential to create impact on fuel economics is yet to be discovered
biodiesel-biogas engine could be the future of this engine

20. Companies working on the same project

21. Journey to the future

22. Working on the engine

23. THANK YOU