‫‪Suez Canal University‬‬

‫‪Faculty of Engineering‬‬
‫‪Mechanical Engineering Department‬‬

‫‪Use of natural gas in engine‬‬

‫‪Chapter: 4‬‬

‫‪Title: Conversion of diesel engine to NG engine‬‬

‫‪Dr: Sherin AL-Araby‬‬
‫‪Prepared by :‬‬
‫‪ -1‬علي احمد فراج‬
‫‪ -2‬عبد الكريم رجب عبد الكريم محمد‬
‫‪ -3‬مصطفى كمال فاروق حسين‬
‫‪ -4‬محمود السيد محمود السيد‬
‫‪ -5‬محمد عوض سيد علي‬
‫‪ -6‬اسالم هشام احمد عبد الرحيم‬
‫‪ -7‬عبد الرحمن محمد عبد المحسن محمد‬
‫‪ -8‬عبد الرحمن محمد حامد عبد الرحيم‬
‫‪ -9‬مجدي محمد ابو المجد محمد‬
‫‪ -11‬احمد ناصر عبد هللا محمد‬
‫‪ -11‬ياسر محمد عبد السالم‬
‫‪ -12‬محمود فتحي السيد‬
‫‪ -13‬احمد سامي محمد الصادق‬
‫‪ -14‬محمود سعد محمد عبد النبي‬
‫‪ -15‬نهال احمد فووزي‬
 Conversion of diesel engine to NG engine

 Engine conversion types:

1. Bi-fuel engine:

A Bi-fuel engine utilizes two fuel systems, usually consisting NGV and
gasoline. In general, spark-ignition engines are easily converted into bi-fuel
engines by retrofitting a NGV kit to the engine system. A fuel selector allows
the user to choose which fuel to use.
The bi-fuel engine suffer from power loss of around 10-15% when natural gas
is used during wide-open throttle.

2. Dedicated NGV engine:

3. Dual-fuel engine:
In dual-fuel engines, natural gas and diesel fuel is used simultaneously in the
combustion chamber to produce power. Approximately 80% of natural gas is
consumed while the remainder comes from diesel, which acts as a pilot fuel
to ignite the gas in the combustion chamber.
To convert existing diesel engines to run on dual-fuel, an electronic control
unit (ECU) needs to be installed. The function of the ECU is to control engine
speeds while monitoring engine temperature and pressure by incorporating
electronic and mechanical sensors to ensure safe operation of the dual-fuel
system.
Dual-fuel engines have the advantage of providing the same power as a
conventional
diesel engine since it retains the high compression ratio and produces lower
amounts of emissions such as NOx and particulate matters.
Modifications done for conversion of diesel engine to CNG engine

Modifications
There are certain modifications to be done to convert the diesel engine into CNG
engine. The required modifications are explained below.
(1) Modification of inlet port
Swirl motion is necessary in case of CI engines as it needs to mix with
compressed air inside the combustion chamber, where as in case of SI engines
the tumble motion is to be provided as it enters the combustion chamber
mixed with air[8]. Hence, we are going to replace the helical inlet port with
tangential inlet by machining to convert the swirl motion into tumble. The swirl
and tumble motion is created in the cylinder as depicted in the Figure 1

Figure 1:

(Left) Stable, circulating flow pattern in a diesel engine designated as swirl

motion, with the cylinder axis as the axis of rotation. The flow enters
tangentially through the intake ports. (Right) Transient tumble motion in a gas
engine. The axis of motion moves as the cylinder expands and stays halfway
between the top cylinder wall and the piston head at the bottom

(2) Replacement of Glow Plug

In a diesel engine glow plug is used near the injection port in the combustion
chamber to provide the sufficient temperature required for the ignition. Whereas
spark plugs are used in petrol engines to ignite the fuel air mixture.

(3) Replacement of CRDI

Basically, CRDi are used in diesel engines to inject the diesel into the
combustion chamber with the required injection pressure, but this pressure is
not suitable to inject CNG into the combustion chamber. Hence by the
replacement of CRDi with gas injectors we can maintain the suitable injection
pressure. The fuel injector sprays the fuel into intake port at system pressure. They
inject the precise metering of the quantity of fuel required by engine. The high
pressure natural gas from the gas cylinder is first pass through the gas pressure
regulator to reduce the pressure in the range of 5 to 6 bar

(4) Reduction of Compression Ratio

The compression ratio can be reduced by three different methods, which are listed
below:
1- Modifying the piston groove or bowl
2- Modifying the length of the connecting rod
3- Insertion of plate [Thicker gasket] onto the piston
The first method is usually constructed by milling the piston head to create a
recessed bowl shape. This method is chosen to reduce the compression ratio. We
should reduce the volume to reduce the compression ratio.
The second method is to reduce the length of the connecting rod. However, this
method is very costly and complicated to be constructed.
The last method is chosen for the design of the piston in the combustion chamber to
reduce the compression ratio.
The Advantages and Disadvantages of CNG Conversion Kits

 Compressed Natural Gas is one of the most viable alternative fuel

options today. Natural gas has been used as fuel in domestic
households for many years but it hasn’t achieved mainstream use as
fuel for automobiles. As an alternative to buying a new NGV, car
owners can also choosing to convert an existing vehicle to run on
CNG.

 A CNG conversion kit is a set of components that are installed in a vehicle so it

can operate using CNG. CNG conversion kits usually come with parts such as
regulator, high pressure tubing and fittings, pressure gauge, filling nozzle,
hoses, hose clamps, advance timing processor, fuel change over “ON/Off”
switch as well as the necessary wiring, straps and screws.

 The fuel change over switch allows the driver to switch from gasoline to CNG
in just a push of a button. CNG conversion kits usually do not include the CNG
tank or cylinder as well as the cylinder valve. They are purchased separately
from the CNG conversion kit. CNG United will provide you ALL parts and
accessories needed to successfully complete your conversion.

 Using CNG conversion kits has several advantages and a few disadvantages
also. For people who are contemplating on making the switch from purely
gasoline-run vehicle to a CNG/gasoline bi-fuel system, knowing these
advantages can help you make the right decision that is best for you.
Advantages of CNG:
 Natural gas is significantly less expensive than gasoline. The cost of natural gas
can go as low as $0.64 a GGE or Gasoline Gallon Equivalent. In some areas,
natural gas costs as low as a third of the cost of gasoline, on average.

 CNG is more eco-friendly than gasoline. Natural gas produces far fewer
harmful emissions and hydrocarbons than gasoline.

 Using CNG makes the engine cleaner and more efficient. Unlike gasoline, CNG
minimizes harmful carbon deposits when combusted. This results to a cleaner
and more efficient engine as well as longer lasting spark plugs. Oil changes are
also minimized because of carbon deposits that contaminate the oil is
eliminated.

 CNG is abundant in the U.S. The country has extensive natural gas resources
and a well-established network of pipelines. Switching to CNG can help ease
the country’s dependence to foreign oil.

 CNG has higher Octane levels averaging over 120 Octane.

Disadvantages of CNG:
 CNG tanks require storage space. You may need to sacrifice some of the space
in the trunk (for cars), truck bed (for pickup trucks) or behind the back seat (for
SUVs). The CNG cylinder can be heavy, the added weight of the tank is offset
by the reduced weight of a gasoline fuel.

 CNG Filling stations have limited availability. CNG conversion is most

practical and convenient for people living in areas with easy access to CNG
filling stations -or- consider installing a Home CNG Fueling Unit
 Performance of conversion diesel engine

Effect of engine load

In LPG diesel dual fuel engines, good diesel substitution levels are only obtained at
mid-load range, at low load the pilot diesel injector still requires a substantial fuel
delivery while at high load the prolonged ignition delay increases the tendency for
diesel knock as well as end-gas knock. The volumetric efficiency of the engine has
been found to decrease with an increase in the LPG flow rate at all the loads. This is
due to the fact that a part of the cylinder space is occupied by the LPG, providing
reduced space available for the incoming air. At light load, the dual fuel engine tends
to exhibit inferior fuel utilization and power production efficiencies with higher
unburnt gaseous fuel and carbon monoxide emissions, relative to the corresponding
diesel performance. Operation at light load is also associated with a greater degree of
cyclic variations in performance parameters, such as torque, peak cylinder pressure,
and ignition delay, which tends to narrow the effective working range for dual fuel
operations. This is due to poor flame propagation characteristics of the lean LPG air
mixture and various ignition centers originating from the pilot diesel. The dilute fuel
air mixtures result in poor combustion of the gaseous fuel and cause the formation of
high carbon monoxide and unburned hydrocarbon emissions at light load. This is
mainly because of the flammability limit of the lean homogenous charge which leads
to incomplete combustion or in the worst case absence of combustion. Any measure
that lowers the effective lean flammability limit of the charge and promotes flame
propagation will improve the part load performance.
Effect of engine speed
can be reached at lower engine speeds due to knocking limit; however, the economic
efficiency with dual fuel is better at higher engine speeds, as at these operating
regimes the better diesel injection quality and better fuel evaporation can help to
improve the combustion. Due to knocking limit the LPG mass fraction can reach 54%
at engine speed lower or equal to 2000 rpm on full load curve as shown in Fig. At
higher engine speed, the LPG mass fraction can reach up to 40%. The total fuel
consumption of dual fuel cases showed no improvement at 10% LPG mass fraction,
but obvious improvement with 20%LPG (at 1400 rpm and higher), and with 30%LPG
(at 1200 rpm and higher). These express that the economic efficiency with dual fuel is
better at higher engine speeds as at these operating regimes the better injection
quality and better fuel evaporation can help combustion improve.

4. Combustion process of LPG–diesel dual fuel engine

The combustion process of pure diesel engine takes place in four stages, termed as
Ignition delay, rapid combustion, controlled combustion and period after burning.
Whereas the combustion process of the LPG dual fuel engine shares the
characteristics of both SI and CI engine combustion characteristic and consists of five
stages throughout the combustion process of Ricardo E6 single cylinder as shown in
Fig. The stages are pilot ignition delay (AB), pilot premixed combustion (BC), primary
fuel (LPG) ignition delay (CD), rapid combustion of LPG fuel (DE), period after burning
(EF).
Comparison of converted Diesel engine with
original build Natural Gas engine

Comparing Diesel, Gasoline and Natural Gas

The three fuels used to propel our vehicles are all hydrocarbons or
elements of them. They all have various numbers of carbon atoms in
hydrocarbon chains that when combusted generate CO2
Here are some of the components that make up the composition of
hydrocarbons used to fuel our transport;

1. Diesel Oil
Carbon Atoms - Diesel oil contains between 8-18 carbon atoms per
molecule, depending on the grade of crude it is refined form.
Chemical Formula- C12H23
Density– 7lb/US gallon
Energy Content– 128,700 BTU/US Gallon

2. Gasoline
Carbon Atoms- 6
Density -6.217 lb/US gallon
Chemical formula- C6H14
Energy Content– 115,500 BTU/US Gallon

3. Natural Gas
Carbon Atoms- 1
Chemical Formula– CH4
Energy Content – 1,000 BTU/cu. Ft
Method for Converting a Diesel Engine to a Dual-Fuel
Using Natural Gas
The use of natural gas in a diesel engine as a dual fuel engine requires the
engine to be modified, although natural gas can compressed, it will not
ignite without a spark plug or addition of diesel to the gas. The
cylindrical gas tank was designed to withstand the 3000lbs/square inch
pressure of the CNG and is usually located in the boot/trunk of the
vehicle, with the diesel fuel oil tank being kept in its original location.
Dual fuel conversion then consists of the installation of a cylindrical
pressure tank and high-pressure piping from there to the engine
(diesel/gas) control unit.
Converting a diesel engine to run on natural gas will reduce the amount
of tailpipe emissions of CO2; since, the CNG is not like diesel in nature,
which burns under compression ignition. It is necessary therefore to
provide a means of ignition to the gas within the cylinder, and there
are two methods of achieving this-
Converting to spark-ignition
Converting to dual-fuel compression combustion ignition

The following components to be modified/replaced-

 Modification on cylinder head
 Spark ignition system to add
 Modification to cooling system
 Airs throttle need in the intake system
 Compression ratio requires to be allowed usually by fitting low
compression pistons
Reference
https://futureofworking.com/8-advantages-and-disadvantages-of-diesel-cars/
https://www.sciencedirect.com/science/article/abs/pii/S1359431112002803